Episode 54: Xpeng Goes Direct, BYD Atto 3 Evo, Denza Flash Charging and New PHEV 4WDs

In Episode 54 of Plugged In Australia for Wednesday 13 May 2026, we cover Xpeng’s new factory-backed Australian operation and what it means for the updated G6, X9 people mover and future models. 

We look at Xpeng’s growing SUV pipeline in China, including the G9L, L03 and L05. We also cover GAC’s Yue 7 plug-in hybrid off-roader, Avatr’s new 07L luxury SUV, the confirmed Australian arrival of the BYD Atto 3 Evo, Denza’s ultra-fast Flash Charging rollout, and a fresh local engineering update on the JAC Hunter PHEV ute.   

Timestamps — full episode

00:00 — Intro
01:01 — Updated Xpeng G6 and X9 for Australia 
07:41 — Xpeng’s new SUV pipeline: L03, L05 and G9L
12:42 — GAC Yue 7 PHEV: Denza B5 rival for Australia?
17:24 — Avatr 07L revealed after Avatr testing in Melbourne
22:21 — BYD Atto 3 Evo confirmed for Australia
27:43 — Denza Flash Charging: 1500kW chargers coming
32:19 — JAC Hunter PHEV gets serious Australian tuning
57:45 — 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 back to Plugged In Australia, episode 54 for Wednesday, the 13th of May 2026. On today's episode, we've got XP's factory-backed Australian operation starting to talk about its model rollout, including the updated G6 and the X9 people mover. BYD has now confirmed the heavily upgraded Ado3 Evo is coming to Australia later this year. Denzer's megawatt charging network is edging closer with the first Australian flash charging sites expected from October. And we've also got new details on GAC's U7 plug-in hybrid off-roader, Avatar's larger 07L Luxury SUV, and the locally tuned JAC Hunter plugin hybrid Ute. Without further ado, let's get into it. XPeng has now set up its own direct factory-backed operation in Australia called XPeng ANZ, and the company has started teasing what comes next for local buyers. The key point is this the updated XPeng G6 and the XPeng X9 people mover are still on the cards for Australia, however, now they are expected to come through XPeng's own local operation rather than simply through the original third-party distributor agreement. XPeng ANZ has said it is working through the local product roadmap now that the company is operating directly in Australia. The next product updates are expected for the new G6 and the X9, with local specifications and pricing due to be shared in the second quarter. So practically that means before the end of June we should know far more about what XPeng's next Australian phase looks like. The updated G6 is the important one for the mainstream market. The G6 is already sold here as XPeng's mid-size electric SUV, aimed very directly at cars like the Tesla Model Y, the BYDC Lion 7, Kia EV5, Ford Mustang Mark E, and the growing number of Chinese electric SUVs trying to win Australian buyers. The current Australian G6 range is already strong on paper. It uses XPeng's 800V SEPA 2.0 architecture. It supports fast charging, and the local website promotes 10 to 80% charging time in about 20 minutes. The current G6 also offers the sort of equipment Chinese brands are now using to make legacy manufacturers look expensive. Big screens, advanced driver assistance, over-the-air updates, heated and ventilated seats, wireless charging, a panoramic roof, and XPeng Smart OS interface. However, the new G6 update is where the story gets a little bit more interesting. Overseas, the facelifter G6 has received subtle but meaningful changes. The front end styling has been updated with a full-width light bar and a revised XPeng badge position. There are new wheels, a revised rear spoiler, and a cabin update that includes a larger 15.6 inch infotainment screen that replaces the previous 14.9 inch screen. The driver still gets a 10.25 inch digital instrument display, and there are changes to the steering wheel, seating and ambient lighting. The big changes though are underneath. In Europe, the updated G6 is offered with a 68.5 kWh LFP battery in the rear-wheel drive version with 185kW for 40 Nm of torque and a claimed WLTP range of 455km. There is also a larger 80.8 kWh LFP battery, increasing range to 525 km in the rear-wheel drive long range version with power rising to 218 kW. The all-wheel drive performance model uses the larger battery as well, with combined outputs of 358 kW and 660 Nm and a claimed WLTP range of 510km. The most attention-grabbing number though is the charging. The smaller battery car supports up to 382 kW DC, while the larger battery can reportedly support up to 451 kW. For an Australian market still used to many EVs charging at 80, 100, 150, or sometimes 250 kW, that is a serious technical step up, assuming that we get similar specs here and assuming drivers can access charges powerful enough to make use of this. That'll be the key, getting the charges. Then there's the X9. The X9 is a big electric people mover, and it would land in a niche that suddenly has a real momentum in Australia. We've suddenly seen the Zika 009, the Denzer D9, and it's part of BYD's premium push, and GWM has also been looking at people movers. So the old assumption that Australians only want SUVs is starting to crack a little, especially for families, chauffeur buyers, and premium transport operators. In China the X9 is offered with single motor front-wheel drive and dual motor all-wheel drive electric powertrains. The single motor version makes 235 kW and 450 Nm. The dual motor version keeps that front motor and adds a rear motor making 135kW and 190Nm. It also uses 800 volt architecture, air suspension, and battery options of 94.8 and 110 kWh. Claimed range is up to 750km on our beautiful famous CLTC cycle, depending on the variant. XPang has also launched an extended range version overseas with a turbocharged 1.5 litre four-cylinder petrol engine, a 63.3 kWh battery, and a claimed CLTC electric range of 452km. However, we need to be careful here, there is no confirmation yet that Australia would receive that extended range version, and given XPeng's local plans are still being reset, we should not assume too much. The harder part of this story is the distributor situation. As we reported in an earlier story, True EV was XPeng's original distributor in Australia and launched the G6 locally. The relationship between TrueEV and XPeng has since broken down and there is legal action underway in the federal court. TrueEV has alleged XPeng undermined its operations. XPeng has urged its sales and service network would be better if the company handled distribution directly. TrueEV has also written to customers apologizing for a lack of communication and saying it remains committed to supporting customers, partners and the XPeng brand in Australia. It has said warranties will continue to be supported and the cashback offers are being processed. That's important because from a buyer's point of view, this is not just a corporate drama. It affects confidence. If you already own an XPang G6, you want to know who is supporting your car, who is supplying parts, who handles the warranty, who handles all the software updates, and where you can go for servicing. So the upside is clear. A factory-backed XPang operation could give Australia direct access to more models, better brand control, and a stronger long-term product pipeline. However, the downside is also pretty clear. Until the local structure is fully settled, XPang has to rebuild trust. The cars are impressive, no doubt about it. Technology is strong, but in Australia where brands like Toyota, Mazda, Kia, and Hyundai have spent decades building confidence, a new EV brand cannot just rely on specs. It has to prove to customers that they will be looked after 5, 7, and even 10 years down the track. That is going to be the real test for XPeng now. Alright, staying with XPeng, the company's Chinese model pipeline is getting very busy. New Chinese regulatory filings show three new SUVs the L03, the L04 and the G9L. All three are available in some form with electric or extended range powertrains. That matters because XPeng started life as a pure EV brand, but like a lot of Chinese manufacturers, it is now moving into extended range electric vehicles as well. An EREV is not a normal hybrid, the petrol engine does not drive the wheels directly. Instead, it works as a generator to charge the battery, the wheels are still driven electrically. The logic is simple. In China E-Revs have become popular because they give buyers the feel of an EV for daily driving but reduce range anxiety on long trips. That can be very relevant to us here in Australia as well, especially outside the capital cities. But it does come with a catch. EREVs still need fuel, they still have engines, and they still add complexity compared with a pure EV. The smallest of the new three SUVs is the L03, and it will sit under XPeng's Mona Subbrand, which is XPeng's more affordable model line. The L03 is a mid-size SUV measuring in at 4,650mm long with a 2850mm wheelbase, and that makes it slightly longer than a Kia EV5, but at least 100mm shorter than a Tesla Model Y or XPeng Zone G6. The battery electric L03 has previously appeared in China filings with a 183kW motor. The EREV version uses a 70kW 1.5 litre 4 cylinder petrol engine supplied by a series related company. Also an LFP battery from Eve Energy. Battery capacity has not yet been listed in the filings. Above that is the L05. The L05 measures 4,870mm long, 1,930mm wide, and 1,636mm tall, sitting on a 2,940mm wheelbase. It uses the same EV and EREV powertrain setup as the L03, meaning a 183 kilowatt electric drive motor in EV form and the 1.5 litre generator-based EREV system in the range extender. Then there is the G9L. This is the one that potentially matters most for us here in Australia because the G9 has already been part of XPeng's Australian discussion, and the G9L was previously planned for local customer deliveries in late 2026 under True EV's earlier roadmap. The G9L is a larger SUV than the existing G9, but still sits below XPeng's upcoming GX flagship. It measures 5,120mm long, 1,999mm wide, and between 1782 and 1795mm tall with a 3,100mm wheelbase. Battery electric versions are expected to offer a 270kW single motor rear-wheel drive setup or a dual motor all-wheel drive setup with 160 kW at the front and the 270kW at the back. Battery chemistry is listed as either ternary lithium or LFP supplied by CALB. The E-Rev version will use a 1.5 litre engine, producing 110 kW as a generator. So now the big question is which of these actually comes to Australia? At the moment, XPang ANZ has only said it will share more information soon on the updated G6NX9. It has acknowledged interest in other models, including the G9L and the P7 sedan, but it has not confirmed Australian availability, timing, or specifications for those models. That is the sensible position, really. Australia is becoming attractive for Chinese brands, but it is still a relatively small right-hand drive market. Every new model needs ADR compliance, local servicing support, parts planning, warranty backing, dealer training, and ideally ANCAP or Euro NCAP safety credentials. It also has to make commercial sense. So while the L03 and the L05 are interesting, I would not be penciling them in for Australia just yet. The G9L is the more realistic candidate because it sits in a premium SUV space and had already been part of XPeng's previous Australian product conversation. But the reset in distribution means previous timelines cannot just be taken as locked in. The broader takeaway is that XPeng is no longer a one-model brand in global terms. It has a growing SUV range, it has people movers, it has sedans, and now it has EREV technology. If the Australian operation stabilizes, it could become a much more serious player here. The challenge is sequencing. Bring too many models and the brand risks staying niche. Bring too many quickly and it risks confusing buyers and overstretching its support network. For now, the updated G6 and X9 will be the ones to watch. Alright, next up GAC. More details have emerged for the GAC Hue7, a large plug-in hybrid off-road SUV that could be a very strong candidate for Australia. In China it sits under the Trumpchi sub brand, however, in Australia, GAC is using the broader GAC badge rather than splitting all of its Chinese sub brands into separate local brands, which is very smart. That means if it comes here, it may not be called the Trumpchi U7, it could instead wear a GAC name, and there is likely talk it could be called the T75, which is understood to be its internal codename. This is exactly the type of vehicle that could make some pretty good sense here. Australia has a strong appetite for large four-wheel drives, touring SUVs, family adventure vehicles, and tow-capable off-roaders. For decades that space has been dominated by vehicles like the Toyota Land Cruiser Prado, the Toyota Land Cruiser 300 Series, Fort Everest, Isuzu, MUX, Mitsubishi Pujero Sport, and of course the good old Nissan Patrol. Now Chinese brands are coming at this segment from a slightly different angle plug-in hybrid four-wheel drives. The GACU7 is boxy, upright, and clearly designed to look like a serious off-roader rather than a soft urban SUV. The dimensions are substantial. It measures 4,999mm long, 2,04mm wide, and 1,933mm tall, sitting on a 2,900mm wheelbase. That makes it longer than a Denzer B5 and just slightly longer than the shortest Land Cruiser 300 series. It is also wider than the Land Cruiser 300 series, though slightly lower. The reported approach angle is 30 degrees and the departure angle is 33 degrees. Just for comparison, a Land Cruiser 300 series has a 30 degree approach angle and a 24 degree departure angle, although those numbers can vary by grade. Powertrain details are not fully official yet, however, Chinese filings and reports point to a plug-in hybrid setup using a 1.5 litre turbocharged four-cylinder petrol engine producing 125 kW. It is paired with dual electric motors for all-wheel drive, although the electric motor outputs and a total system outputs have not been fully discussed. The reported battery options are where things get interesting. Two CATL battery sizes are expected, a 28.3 kWh pack and a larger 45kWh pack. Electric driving range is said to be 116km for the smaller one and 188km for the larger one. Although we need to be careful because the testing cycle has not yet been confirmed. And of course, if those are C LTC figures, they will be more generous than what Australians would usually expect in the real world here. Still, even allowing for that, a plug-in hybrid off-road with around 100 to 150km off practical electric range would be a big deal. The obvious comparison is the Denzer B5, which is already in Australia. The Denzer B5 starts at 74990B4 on road costs, with the B5 Leopard at 79990B4 on roads. And it uses BYD's DMO plugin hybrid full drive system, a 31.8 kWh LFP blade battery, and offers around 90km of WLTP range. Now depending on the variant and source, outputs are around 400 to 425 kilowatts and 760 newtonm with strong off-road equipment. So GSC would need to be smart with the pricing. If the U7 or T75 lands too close to the Denzer B5 without a stronger brand story, it's going to struggle. However, if it undercuts Denzer while offering strong electric range, good towing ability, proper off-road hardware, and a decent warranty, could get very interesting. GAC is already in Australia with a launch range that includes the Aon V electric SUV, the M8 plug-in hybrid people mover, and the Petrol M zoom SUV. The brand has talked about a much bigger product rollout, including more than 10 new models over the next five years. So the U7 is not just some random Chinese market curiosity, it fits the direction GAC is already taking here. The Australian question is not whether there is demand for a vehicle like this, there clearly is. The question is whether GAC can get the product, pricing, dealer network, and brand confidence right quickly enough. Because this segment is about to get crowded. Denza's already here, GWM has hybrid off-roaders, BYD has the Shark 6 Ute, and more electrified four wheel drives in its broader stable. JAC is pushing into plug-in hybrid Utes, Cherry has Ute plans, and more are coming. For buyers that means more choice. For established brands, it means the days are simply charging whatever they like for diesel four-head drives are coming under serious pressure. Now on to Avatar. As we reported in an earlier story, the Avatar O7 has already been spy testing in Australia, with a right-hand drive prototype seen in Point Cook in Melbourne. That was the first strong sign that Avatar is not just a theoretical future brand for us, there is real local evaluation happening. Now Avatar has revealed official images of the O7L, a larger version of the 07 SUV. Avatar is a premium Chinese EV brand with backing from Chang'ang, CATL and Huawei. Chang'ang is the car company behind DePAW, CATL is the battery giant, and Huawei is heavily involved in software and intelligent driving technology. So this is not a small startup brand with no support behind it. It is part of a much larger Chinese technology and automotive ecosystem. The regular Avatar 07 is a mid-size SUV, measures 4,825mm long, 1,980mm wide, and up to 1620mm tall with a 2,940mm wheelbase. That makes it slightly longer than a Tesla Model Y, slightly narrower and a touch lower, and with a longer wheelbase as well. The new 07L appears to stretch that formula. Final specs have not been released, but official images show longer rear doors, a larger C pillar window area, and a more extended rear section. The front end styling is familiar with Avatar's distinctive UFO-inspired face, but the rear looks more conventional than the 07's sleeker coupe-like shape. For Australia, the regular 07 is probably the more important reference point. The all-electric version uses an 82.16 kWh LFP battery, an 800 volt electrical system, and a single rear-mounted electric motor producing 252kW, 365 Nm of torque, with a claimed 0 to 100 in 6.3 seconds and a claimed range of 650km on the CLTC cycle. In Hong Kong and Singapore, Avatar also lists a dual motor all-wheel drive version, producing 440kW and 645 Nm. Range is listed at 545km on the NEDC cycle in those markets. There is also an extended range version that uses a turbocharged, 1.5 litre 4-cylinder petrol engine, a 39.05 kWh LFP battery, and an electric motor producing 231 kilowatts, 333 Nm of torque. The Avatar 07 also brings a long list of high-end equipment. The cabin has a 35.4 inch pillar to pillar screen plus a 15.6 inch centre touchscreen closer to the driver. It runs Wireway's Harmony OS cockpit system. Features include a digital review mirror, panoramic glass roof with power sunshade, ambient lighting, a 50 watt wireless charger, a 16 speaker, 1400 watt meridian sound system, heated and power adjustable steering wheel, and a 16-way power adjustable front seats with heating, ventilation and massage. On the safety and driver assistance side, the regular 07 uses millimeter wave radars, high definition cameras and ultrasonic sensors to power Huawei's Quincum driver assistance system. Avatar has also talked about level 2 plus assisted driving features, remote parking, surround view cameras, and a transparent chassis display. Now there is a big Australian caveat here. Huawei technology may be a strong selling point in China, but Huawei's role in vehicles can raise questions in countries like Australia, where Huawei has been banned from our 5G network. That does not automatically mean a Huawei powered car cannot be sold here, but it does mean software, data handling, connectivity, cloud services and driver assistant functions may need to be reviewed carefully for local compliance and consumer confidence. The good news for Avatar is that the brand already builds right-hand drive vehicles for markets like Hong Kong and Singapore. That makes Australia easier than if it the whole range was left-hand drive only. The 07 and potentially the 07L would not be cheap. It would likely sit against premium electric SUVs such as the Zika 7X, Audi Q6 Etron, Lexus RZ, the Cadillac Optic, and perhaps higher spec versions of the Tesla Model Y. The risk is brand recognition. Avatar is not known here. Most Australians, I would dare say 99.9% of Australians have never heard of it. So it would need a strong distributor, a clear warranty promise, a proper servicing plan, and price. Pricing that makes people willing to take a punt. But this is the direction the Australian EV market is moving. We're not just getting cheaper Chinese vehicles anymore, we are getting Chinese luxury brands, Chinese performance brands, Chinese off-road brands, and Chinese technology brands as well. Avatar is one to watch because it shows how quickly the premium EV space is changing. Alright, now on to one of the bigger stories for mainstream EV buyers, the BYD Addo3 Evo is coming to Australia. Now we've talked about the Addo Evo 3 before, a few times actually. However, the refresh update is that BYD Australia has now confirmed the upgraded model is likely to arrive in local showrooms in the second half of the year. That matters because the Ado 3 has been one of the most important EVs in Australia. It helped push BYD into the mainstream here, and for a while it was one of the default choices for buyers who wanted an electric SUV without spending Tesla money. But the current Ado 3 is no longer as dominant as it once was. The Australian EV market has moved very quickly. We now have BYD C Line 7, Tesla Model Y refreshes, the Kia EV5, the Gili EX5, X Pain G6, Leap Motor C10, MGS5, Z Cor X, Volvo EX30. I can keep going. And there's more options arriving almost monthly. In that environment, the Ado3 needed a proper upgrade, not just a mid-life facelift. The EVO appears to be exactly what the doctor ordered. At first glance, the styling changes are subtle. The dimensions are effectively unchanged: 4,455mm long, 1875mm wide, and 1615mm tall with a 2720mm wheelbase. However, underneath it is a very different vehicle. The current ADO3 is front wheel drive. The EVO moves to BYD's latest ePlatform 3.0 setup with an 800 volt electrical architecture, and the single motor version becomes rear-wheel drive. That alone changes the character of the car dramatically. The rear-wheel drive ADO3 EVO produces 230kW, 380 Nm of torque. That is a massive jump from the current front drive ADO3, which only makes 150kW, 310 Nm. Acceleration from 0 to 100km per hour drops from around 7.3 seconds in the current premium to around 5.5 seconds. And then there's the all-drive version. The dual motor ADO3 produces 330 kW and 560 Nm, with a claimed 0-100 time off just 3.9 seconds. That's wild for a vehicle that still looks like a sensible, compact to mid-size family SUV. It is also the sort of number that would have sounded ridiculous in this segment just a few years ago. Both versions use a 74.8 kWh LFP blade battery. The rear-wheel drive version offers up to 510km of a WLTP range, while the all-wheel drive version is rated at 470km WLTP. Charging is another big improvement. The current ADO3 has a DC charging rate of up to 88 kW according to BYD's local site, while the EVO lifts that substantially. Overseas information points to DC charging of around 220 kW, with a 10-80% charge taking about 25 minutes. AC charging has also improved to 11 kW. That's a major real-world upgrade. The current ADO3 has never been terrible for charging, but it's never been a class leader either. A move to 800 volts and over 200 kW DC makes the Evo far more competitive against newer Chinese rivals and the better known Korea EGMP cars. Practicality is improving as well. The boot space rises from 440 litres to 490 litres, and because the motor moves to the rear, there is now a frunk. Depending on source, that frunk is listed at around 101 litres, so the total practical storage improvement is pretty significant. Inside the cabin keeps some of the original ADO3 quirkiness, including the gym-inspired door details. However, BYD has tidied things up. The digital driver display grows to 8.8 inches. The 15.6 inch infotainment screen now includes Google built-in functionality in overseas versions. There is wireless smartphone mirroring, a cooled wireless phone charging pad, heated and ventilated front seats, a heated steering wheel, synthetic leather upholstery, a heat pump, adaptive cruise control, 360 degree camera, vehicle to load capability, and a broad driver assistance package. The current ADO3 range starts at 39,990 before on road cost for the essential, 44 990 before on road cost for the premium. The EVO will almost certainly cost more, especially if both rear-wheel drive and all wheel drive versions end up coming here. But BYD will need to be careful. The Ado3 sits in a difficult spot now. Go too high on price, and the buyers may step up to the C Line 7 or cross shop to the Model Y. Keep it sharp, and the EVO could become one of the strongest value EVs in the country. There is also the question of how it sits beside the Ado 2. The Ado 2 is smaller and cheaper, starting from 31.990 before on roads, so the Ado3 EVO has room to move upward. But it still needs to justify itself as the sweet spot in the BYD SUV range. Short version, it's not just a facelift. The Ado3 EVO brings more power, more range, faster charging, rear-wheel drive, a larger battery, and more storage, as well as a more immature interior. If BYD prices it properly, it could put the ADO3 right back in the fight. Now let's talk charging because Denza and BYD are starting to bring some truly huge numbers into the Australian conversation. BYD's premium brand Denza is preparing to roll out flash charging stations in Australia. These charges can deliver up to 1,500 kW to compatible vehicles. That's not a typo, I didn't make a mistake, I didn't accidentally put an extra zero on the end. 1500 kilowatts. For context, many Australian DC charges are 50, 75, 150, or 350 kW. We've got some new ultrafast units that are up to 400kW. So 1500 kW is on a completely different level. The first Australian phase is expected to start from October 2026 with sites at selected Denzer showrooms in Sydney, Melbourne, and Adelaide. The plan is to install flash chargers at Denzel dealerships first, then expand to BYD dealerships and potentially work with third-party operators for highway and public road locations. The first compatible Halo car is the Denzer Z9 GT. The Z9GT is due in Australia in the second half of 2026. In China, the latest versions use BYD's Blade Battery 2.0 technology with battery packs of 102 and 122 kWh hours. The large battery versions have claimed CLTC range figures of over a thousand kilometers. The performance numbers are also enormous. Chinese market information points to a single motor version with 370 kW and a tri-motor version with 870 kW. The tri-motor car is claimed to hit 100km per hour in around 2.7 seconds. But the charging is the headline. Denza has claimed the Z9 GT can charge from 10 to 70% in around 5 minutes on a compatible flash charger and 10 to 90% in around 9 minutes. Other reportings talk about 0-97% in 9 minutes, depending on the specific car and charging claim being quoted. Either way, message is clear. BYD and Denza want to make EV charging feel much closer to refueling. Now, here's where we need to bring it back to reality. First, only compatible vehicles can make use of the full power. A current BYD at O3, a SEAL, a Dolphin, or a Sealion 7 is not going to charge at 1500 kilowatts. The car has to have the battery, voltage, thermal management and charging hardware to accept that rate. Second, the first rollout is small. Sydney, Melbourne and Adelaide dealership sites are useful, but they do not fix Australia's highway charging network overnight. If you live regionally or if you're towing or if you're doing long holiday drives, the dealership rollout is not the same thing as a proper national highway network. Third, the business model matters. Will these charges be open to all EVs? How will payment work? Will they be reliable? Will they be available after hours? Will they support non-BYD vehicles at useful speeds? And will there be queues if only a few are installed? That said, the technology is still a big deal. BYD's approach uses high output charges supported by on-site battery storage. That can reduce the need for massive grid upgrades at every location in a country like Australia where grid connection delays can slow down charging infrastructure. That battery buffered model could be very important. If it works, it could allow ultra high power charging places where the grid alone would struggle. The broader competitive point is also interesting. Chinese brands are turning charging speed into a weapon. BYD has flash charging, Zika has ultra fast charging technology in China as well. XPang is pushing very high DC charge rates on models like the updated G6. This is now a technology race, and that race could be good for Australian buyers. For years, the biggest objections to EVs were price, range and charging. Price is improving, range is improving. Charging is still the major weakness in Australia, especially outside metro areas. If manufacturers start funding their own infrastructure, it takes pressure off the public networks and adds competition. Tesla proved that vertically integrated charging can help sell cars. BYD and Denza now appear to be moving in a similar direction, but with even bigger peak charging numbers. The truth is that first stage will probably be more of a brand statement than a practical national solution, but it's still an important start. Gotta start somewhere. And if Denzer puts 1500kW charges in front of Australian buyers while some other brands are still selling EVs that max out at 100kW, that becomes a very powerful showroom story. The JAC Hunter plug-in hybrid ute has officially gone on sale in Australia this week, with order books open and first arrivals expected in July. And the fresh update is that the local suspension tuning developed for Australia could eventually become the benchmark tune for other export markets. That's not just marketing fluff, it matters because Utes are hard to get right. A dual cab ute has to do a lot of things at the one time. It needs to ride comfortably, unladen, handle poor roads, tow properly, carry weight, deal with corrugations, manage body control, needs to work offline and still feel stable at highway speeds. That is difficult even with a diesel Ute. Add a plug-in hybrid powertrain, large battery, electric motors, and the weight distribution that comes with all of that, and the engineering challenge becomes even bigger. JAC has brought in Australian vehicle dynamics specialist Michael Barber, a former Holden engineer who worked on the VE and VF Commodore programs and is now associated with Multimatic. More than 50,000 kilometres of testing has reportedly been completed on local roads and at Langlang, the former Holden Proving Ground in Victoria. That is exactly the kind of work we should want to see from new brands entering Australia. It's easier to ship a vehicle here and hope for the best. It's much harder to tune and properly for our roads. The Hunter plugin hybrid uses a 2-litre turbo petrol engine paired with two electric motors with combined power listed at 360 kW. It has a 31.2 kWh LFP battery, four-wheel drive, front and rear differential locks, and a vehicle to load capacity. Claimed combined range is up to 1,005 km on the NEDC cycle, and claimed fuel consumption is 1.6 litres per 100km. Although, as always with plug-in hybrids, real-world fuel use will depend heavily on how often it is charged and how it is driven. JAC has confirmed a 3.5 ton brake capacity and a 915 kilogram payload. It's pretty good. That matters because if a Ute cannot tow or carry properly, Australian buyers will call it out quickly. Pricing has not been fully finalized, but the range is expected to open under $50,000 before on-roads, with two variants called Hunter Pro and Hunter X. The top spec version is expected to land closer to $60,000 drive away. That puts it in a very interesting position against the BYD Shark 6, GWM Canon Alpha plugin hybrid and incoming electrified Ute rivals. The Hunter plugin hybrid has also got a 5-star and cap safety rating, and JAC is backing the wider vehicle with a 7-year unlimited kilometer warranty, including commercial use plus 7 years of cap price servicing and roadside assistance. Battery warranty details are still to be confirmed. The key point here is not just that another plugin hybrid youth is coming. The key point is that Australia is being treated as a serious development market. For years, Australia has been used as a harsh condition testing ground by major brands. Fords Ranger and Everest were developed with heavy Australian input. Nissan has used Premcar for local work, Mitsubishi has local tuning programs, and BYD has been adding local chassis tunes as well. Now Chinese brands are learning that if they want to compete properly here, they need to do more than offer a big screen and a sharp price. They need the suspension to work, they need towing stability, they need durability, they need ADAS calibration that does not drive people absolutely cuckoo mad. They need local tyres, local ride quality, local steering feel, and local support. So while JAC is still a relatively new name here, the Hunter plug-in hybrid is worth watching if it launches under 50 grand before on roads with 360kW, plug-in hybrid capability, proper towing, proper payload, and a genuine local tune, it could put real pressure on the Ute market. But again, the hard truth is JAC still has to prove itself. The diesel T9 did not exactly set the market on fire. The Hunter plugin hybrid needs to be better, not just cheaper. It needs to show that JAC can learn quickly and support buyers properly. If it does, the Australian Ute Market is about to get much more interesting. And that's it for episode 54 of Plugged in Australia for Wednesday, the 13th of May 2026. I think there's a bit of a common thread here that Chinese brands are no longer just coming here with the cheap EVs, they're coming with luxury SUVs, they've got people movers, off-roaders, ute's, 800 volt platforms, megawatt chargers, and some serious product pipelines. I think it's really exciting, but at the same time, old rules apply. The specs they're only half the story. You've got to worry about your warranty, gotta worry about your parts, servicing, software, charging access, and long-term support matter just as much, if not even more. Seen brands come and go, Opal come go, plenty of other brands that are set up and then not last to the test of time. So it's very important that those things are locked in. As always, thank you very much for listening to the show today. If this one's a little bit long in the tooth, if you're not one to get into the nitty-gritty details of every single spec like I'm doing on this particular episode, check the quick charge episode. A little bit lighter on the specs. However, gives you all the top line information that you would need to just keep yourself up to date and abreast of the current EV market here in Australia. As always, thank you very much for listening. And until the next time, stay plugged in and stay charged. Give the ammo.