Episode 59, Deep Dive: MG S6 Lands, LDV Cuts Electric Van Prices, and Australia’s Plug-in Ute Race Gets Serious

Episode 59 looks at a big week for affordable electric and plug-in vehicles in Australia. 

MG has launched the new S6 EV under $50,000 drive-away, LDV has brought forward its smaller eDeliver 5 electric van, Ford has explained why a full electric Ranger is not happening yet, BYD is expanding the Shark 6 ute range, LDV is leaving the door open for plug-in hybrid utes, Nissan is eyeing a Terrano PHEV, and China-market upgrades from Geely, BYD and Cupra show where the next wave of EVs may be heading.

Timestamps — full episode
00:00 — Intro
01:02 — MG S6 EV lands under $50,000 drive-away
06:33 — LDV eDeliver 5 becomes Australia’s cheapest electric van
11:00 — Ford says a Ranger EV is not happening for now
14:28 — BYD Shark 6 range expands, but no SUV version
17:30 — LDV leaves the door open for plug-in hybrid utes
20:32 — Ford Bronco New Energy and more Chinese-made Fords for Australia?
23:27   — Nissan wants the Terrano PHEV
26:09 — Geely EX2 battery upgrade before Australian launch
28:31 — BYD Atto 2 and next Atto 3 upgrades
31:47 — Cupra’s Tindaya-inspired flagship could be EV or EREV
33:58- Blacktown City Council’s electric heavy truck replaces two diesels and two trailers
39:00 — 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 Plugged in Australia, episode 59 for this very wet and soggy Thursday, the 28th of May 2026. Apologies if you can hear the rain in the background, it is hammering down. In today's episode, MG has launched the new S6 EV and it has come in under 50 grand drive away, which puts it directly into the Tesla Model Y and the BYD C Lion 7 conversation. LDV has launched the eDeliver 5, which is now Australia's cheapest electric van. Ford has explained why a full battery electric ranger is not happening for now. BYD is already expanding the Shark 6 range. LDV is looking at plug-in hybrid Utes. Nissan wants a body-on-frame Tarano plug-in hybrid, and we've also got updates on the Gili EX2, the BYD ADO2, the next Gen Ado3, and Cooper's fully electric flagship. Without further ado, let's get into it. This is MG's new mid-size electric SUV for Australia, and it matters because MG has priced it pretty aggressively. The range opens at 49990 drive away for the rear-wheel drive essence, while the all-wheel drive essence is priced at 56990 drive away. That means MG has put the S6EV right into the firing line of the Tesla Model Y, BYDC Line 7, Leap Motor C10, DPAL SO7, XPing G6, and a whole heap of other electric SUVs that are now crowding that family EV market. And the important thing here is that it is not a tiny City EV, say properly mid-sized SUV. Measures 4,708mm long, 1,912mm wide, 1,664mm tall, and it rides on a 2,835mm wheelbase. That puts it right in the ballpark for the Australian Family SUV space. Both versions use a 77 kWh nickel manganese cobalt battery pack and both get a heat pump, battery preconditioning, vehicle to load capability, and one pedal driving. The rear wheel drive version has a single motor producing 180kW 350 Nm with a claimed WLTP range of 530km and it does the 0 to 100 dash in 7.3 seconds. The orbital drive version steps up to dual motors, producing 266kW and 540 Nm with a claimed WLTP range of 485km and it reduces the 0 to 100 time to 5.1 seconds. Charging is not class leading, but I think it's useful enough for most buyers. The S6EV supports the 11kW AC charging and DC fast charging at up to 144 kW. MG says the battery can go from 10 to 80% in around 38 minutes on a suitable fast charger. Boot space is strong. MG claims 581 litres of cargo capacity with the second row in use, expanding to 1690 litres with the rear seats folded. There is also a frunk there with 86 litres in the rear-wheel drive version and 67 litres in the all-drive version. That's a practical point worth mentioning there because one of the criticisms of some electric SUVs is that they carry a big exterior footprint without having giving you a proper useful cargo area. The S6 seems to be a little bit more family friendly on paper, at least. The equipment list is also pretty healthy for the money. Standard kit includes 20-inch alloy wheels, power towelgate, a 10.25 inch digital instrument cluster, a 12.8 inch infotainment screen, satellite navigation, digital radio, wireless and wired smartphone mirroring, an 11 speaker sound system, a 50 watt wireless phone charger, a smattering of uh USB-C ports around the car, dual zone climate control, heated and ventilated front seats, and it also has heated outer rear seats and a heated steering wheel too. Don't forget that. The all-wheel drive version also adds a fixed panoramic glass roof. I think it's called a moon roof as opposed to a sunroof that opens. On safety, the S6EV has a 5-star Euro NCAP rating, although at this stage it is does not have a separate NCAP rating. Comes with all your usual standard safety equipment, features like autonomous emergency braking, adaptive cruise control, blind spot monitoring, lane keep assist, uh rear cross traffic alert, a surround view camera, and seven airbags, along with a lot of other items there as well. Warranty coverage is another MG selling point. The standard warranty is seven years with unlimited kilometres. However, MG has also been pushing its extended coverage structure where owners can stretch that out to 10 years or 250,000 kilometres if the vehicle is serviced through MG. Here's the uh the read on this one. I think the S6 EV is a serious product because it sits in the exact segment that Australian EV buyers are shopping in. The market has moved beyond can I buy an EV to which electric SUV is going to be the best for a family? It's a much tougher fight. At under $50,000 driveway, MG has made the rear-wheel drive S6 look very strong on paper. It has long enough claimed range, proper family dimensions, decent standard equipment, a useful boot, and a price that makes some older EVs look a little exposed. However, this is also where we need to be a little bit more sensible. Claimed range and spec sheets are one thing. Real world efficiency, software quality, driver assistance tuning, servicing experience, and long-term ownership are what decide whether a car becomes a genuine winner. MG's advantage is price and spec. The challenge is that this part of the market is no longer empty. Tesla still has a software and charging ecosystem advantage. BYD has brand momentum and battery credibility. Leap Motor and Deepel are coming in hard. XPeng is trying to play the technology card, and then you've got established brands like Hyundai, Kia, VW, Ford, and they're trying to protect all of their ground. So the S6EV is not automatically the winner just because it's cheap, but it is absolutely one of the more important launches because it does help bring the price down of properly sized electric family SUVs into a range more buyers can seriously consider. Next up, LDV has launched the eDeliver 5, and this is a really important one for the business buyers. The headline is pretty simple. LDV says the eDeliver 5 is now Australia's cheapest electric van. Pricing starts from 4790 drive away for ABN Holders as a limited time launch offer that applies to the short wheelbase low roof version, and the launch pricing runs until the end of July 2026. There are three main versions in the range. You've got the short wheel base low roof model, which as we mentioned is the cheapest 4790 drive away for ABN holders. Then there is the long wheel base low roof version at 52,990 drive away for ABN holders, and a long wheel base high roof version at 5490 drive away also for ABN holders. Private buyer pricing is a bit higher, but the real target here is pretty clearly the small business, fleet, and delivery market. All versions use the same basic electric powertrain. You get a 120kW and 240 newtonm front mounted electric motor paired with a 64 kWh lithium iron phosphate battery. Claim driving range will depend on the body that you go for. The short wheelbase low roof version is rated at 335km. The long wheelbase low roof version is rated at 321, and the long wheelbase high roof version is rated at 301km. DC charging peaks at 70 kilowatts, and LDV says a 20 to 80% charge takes around 36 minutes. There is also vehicle to load capability, which is useful for tradies and mobile businesses needing to run tools or equipment away from Mains power. Think your coffee van. The van is not just one size either, and that really matters. The short wheel base model measures 4,800mm long, 1,874mm wide, and 1,960mm tall with a 3,100mm wheelbase. Then the long wheelbase version stretches that to 5,250mm long with a 3,450mm wheelbase, and then the high roof version lifts overall height to 2,180mm. Cargo volume is 6.6 cubic meters in the short wheel base model, 7.5 cubic meters in the long wheelbase low roof, and 8.7 cubic meters in the long wheelbase high roof. Payload is also pretty decent at around 1.2 ton for the short wheelbase model and 1,265 kilograms for the long wheelbase versions. Inside it's still very much a work van, but it's not super bare bones. You get three seats, a 12.3 inch infotainment screen, a 7 inch digital instrument display, Apple CarPlay and Android Auto, vinyl flooring and the sort of simple wipe clean cabin setup that makes sense for commercial vehicles. The warranty is five years or 160,000 kilometres, and the battery warranty is eight years or 250,000 kilometres. Why does this one matter? Because electrification in Australia has been very passenger car heavy. You know, we talk a lot about electric SUVs, but if you're a courier, you're a florist, a tradeie, council fleet, you know, you do uh any type of maintenance sort of works, a parts delivery business, or any sort of company that's doing predictable metro work every day, an electric van can make a lot more sense than a diesel. The fuel savings can be pretty meaningful, maintenance is much simpler, depot charging can be cheaper than public charging if the business has the right electricity setup. Most of these couriers, they're doing their set runs, then they go home for the night, charge at home. Or obviously, if it's a big most of these couriers are independent contractors, so just plug it in at home. And obviously a lot of these guys are doing a lot of stop start city work, you know, so for that sort of thing, electric drivetrains are in their prime. The catch, however, is always the same. Your payload, your range, your charging access, and obviously the upfront cost. LDV's play here is pretty obviously to attack the cost side. If a business can get into an electric van for under 50 grand drive away with the Arabian pricing, it changes the conversation a bit. It doesn't make it right for every operator, but it means more businesses can at least run the numbers. And that is the key point. Commercial electrification, it's not about vibes, it's not about how it makes you feel, it's about spreadsheets. If the van does the route, carries the load, charges at the depot, and saves money over the ownership period, the case gets very strong very quickly. Now let's move on to Ford because this was one of the more interesting comments of the week. Ford has effectively said that a fully electric ranger is not happening for now because the current battery, electric technology, and charging environment do not yet line up with what Australian Ute buyers need. That doesn't mean that Ford is anti-electric. Far from it. Ford already has the Mustang Mark E, the e Transit, the e Transit Custom, and now the Ranger plug-in hybrid. But when it comes to a full battery electric ranger, Ford's view is what the product would have to do, what ranger buyers already expect. And in Australia, the expectation is reasonably specific. A ranger has to tow up to 3.5 ton, it has to carry gear, it has to work outside of metro areas, it has to be able to do long trips, and it has to do all of that without turning into a compromise that only works for a small number of buyers. Ford's local team has been pretty blunt about that. The concern is that a battery electric ranger that can tow, carry, drive long distances and recharge easily enough is not realistically there yet for the mass market. That's especially true in regional and remote Australia where charging network is improving, but still not at the point where big electric ute towing a heavy load is painless. And this is where the reality of EVs can get a little bit messy. A normal electric SUV can be brilliant around town, charging at home, doing the school runs, commuting, shopping, weekend trips, and it all works, works very well. But a heavy-duty Ute towing 3.5 tons is a different sort of problem. Towing really can smash efficiency. Bigger batteries add weight and cost. Faster charging helps, but only if the charges exist where people actually need them. And once you start loading the vehicle and towing long distances, the use case becomes much harsher. And that is why Ford's current answer is the Ranger Plugin Hybrid. The Ranger Plug-in hybrid keeps the full 3.5 tonne brake towing capacity and it gives buyers electric driving for shorter trips while keeping a petrol engine for long distance work. It's not a zero emissions Ute in all conditions, but it's probably more usable bridge for many Australian buyers than a compromised full EV Ute would be today. And to be fair to Ford, the electric Ute market in Australia is still very immature. We've had the LDV ET60, but it was super expensive and very limited amount of vehicles available. The KGM Musso EV exists in the conversation, but it's not exactly a mass market benchmark. Toyota has a Hylax BEV in limited applications overseas. iSuzu has confirmed an electric D Max is coming. However, timing and Australian specifics are still not fully clear. MG has confirmed the U9 electric ute for Australia, but again, we need final local timing, pricing and specs. The market is coming, it's just not there in full force yet. So the Ford comment is not really a shock, it's more of a useful reality check. The Ute segment will electrify. First, plug-in hybrids and range extenders, then fleet specific electric utes where the routes are predictable. Then your broader electric utes, once battery costs, charging speed, energy density and infrastructure improve. For private buyers who tow heavy loads, especially outside the city, a full electric Ute still has to prove itself. That doesn't mean it will never happen. It means the product has to be good enough, and Ford clearly does not think a full electric ranger is good enough yet. Alright, staying with Utes, BYD is already expanding the Shark 6 range in Australia. The Shark 6 has been one of the most disruptive new vehicles in the Ute space because it arrived as a plug-in hybrid Ute at a price that made a lot of traditional diesel Ute buyers pay tension. Now BYD is looking beyond the original version. The brand has already added the dynamic cab chassis and the performance version, which effectively broadens the Shark 6 from a single lifestyle dual cab into something with a bit more fleet and work site potential on one side and more power and towing capability on the other. The performance version is especially interesting because it addresses one of the big talking points around the original Shark 6, and that's towing. The standard Shark 6 launch with a 2.5 tonne brake towing capacity, which is fine for some buyers, but it left it short of the benchmark set by Ranger, Hilux D Max, and other traditional Utes. The Shark 6 performance lifts that to 3.5 tonne, which is a number Australian Ute buyers are used to seeing. It also gets a stronger setup overall. The performance version uses a 2-litre petrol engine, a more powerful front electric motor, revised shock absorbers, bigger front brakes, a revised interior. Combined output increases from 321 kW and 650Nm to 350kW and 700 Nm. That's some serious amount of grunt for a U. However, BYD has also ruled out one thing some people have been wondering, myself included, a shark-based SUV. The company is not planning an SUV version of the Shark 6, and the reason is pretty straightforward. The role is effectively covered by the Denzer B5, which is a more rugged plug-in hybrid wagon under BYD's premium Denza brand. And that actually makes sense. BYD is starting to separate its brands and body styles in a way that gives it more room to move. BYD can use the Shark name for Utes, while Denza can chase the more premium off-road wagon buyer. For Australia, this matters because the Ute market is not one thing. You've got private buyers, you've got fleets, mining tradies, rural buyers, off-roaders, towing families, and people who just want a big dual cab Ute because it suits their lifestyle. The original Shark 6 showed that there is demand for a plug-in Ute, but if BYD wants to take serious share, it needs more than one version. It needs a cheaper, work-focused version, a better towing version, and possibly more fleet-specific variants down the track. That appears to be exactly where the brand is heading. Hard truth is though that BYD still needs to prove that the Shark 6 over time in Australian conditions. Ute buyers care about reputation, parts supply, dealer support, towing confidence and real-world durability. You don't win this segment just by being new and powerful. But BYD is doing the one thing it needs to do, and that's expanding fast and filling gaps. And when you combine the Shark 6, the Ranger plug-in hybrid, future LDV plug-in ute possibilities, GWM's plugin Utes, and the coming wave from other brands, it's pretty clear the Australian Ute market is about to get much more complicated. And now that neatly brings us to LDV for some more Ute news because the brand is also leaving the door open for plug-in hybrid Utes in Australia. LDV's parent company, SAIC, has previewed plug-in hybrid versions of the T70 and Terron 9 overseas, and LDV Australia has not ruled them out for this market. Now that's important because LDV has already been involved in electric commercial vehicles here, but its Ute strategy has had a few false starts. The old ET60 was one of the first electric Utes offered in Australia, but it was expensive, only rear-wheel drive and limited in range and capability. It was an interesting early product, but it was not a genuine Ranger or Holocks rival for most buyers, pretty much every buyer, to be honest with you. The bigger Eterron 9 was confirmed for Australia, but it has not yet properly arrived in local showrooms. Meanwhile, the market has moved quickly around it. Now the direction seems more realistic. Plug-in hybrid Utes that keep mechanical four-wheel drive and strong towing while giving buyers electric assistance and short distance electric running. The plug-in hybrid powertrain shown overseas reportedly produces up to 330 kW and 800 newtonm of torque and uses mechanical four-wheel drive. Final battery size, electric range and charging details have not been locked in for Australia, so we should not pretend that we know the local specifications yet. The idea is pretty clear. LDV knows that to sell plug-in units here they need to meet Australian expectations. That means proper payload, proper towing, proper four-wheel drive capability, and a price that gives buyers a reason to look past the established brands. LDV has also been very clear that local requirements matter. It's not enough to just bring something from China and cross your fingers, hope it works. The vehicle has to fit what Australian buyers need. LDV has also been very clear that local requirements matter. It's not enough to just bring something from China and hope it works. The vehicle has to fit what Australian buyers need. That point really matters because the plug-in Ute race could easily become a spec sheet war. Everyone can quote big talk numbers and electric range claims, but Ute buyers will ask slightly different questions. Things like can it tow? How much can it carry? What's the GCM? How does it behave in the in the heat? What happens when it's fully loaded? What's the service network like? Can I get parts quickly? What does the battery warranty cover? What does resale look like? Those questions will decide whether plug-in hybrid uts take off properly. LDV has a potential opening because there is still no affordable electric ute that ticks every box. Full EV Utes, as I've said before in the other segment, still a bit hard. Plug-in hybrids and range extenders are the middle ground, and the middle ground is exactly where Australian buyers may be most comfortable, at least for the next few years. So the big takeaway is this. LDV may not have confirmed a local plug-in hybrid Ute launch yet. However, the door is open and the market is clearly moving that way. Circling back to Ford, but this time it's not about the Ranger, it's about the Bronco New Energy. This is the Chinese market Bronco branded model that uses extended range or super hybrid technology, and it is one of the more interesting possible future products for Australia. Ford has not officially confirmed it for our market, but it is being talked about as a possible late 2026 or early 2027 arrival with a potential starting price below $60,000. The basic idea is very appealing for Australia. A rugged-looking SUV with electric driving capability, but not fully dependent on public charging for long distance touring. That's exactly the kind of formula that could work here if the execution is right. The Bronco New Energy is also important because it points to a broader question: should Ford Australia source more models from China? That's not as strange as it might have sounded a few years ago. Many non-Chinese brands already sell Chinese built vehicles in Australia. Tesla has done it, Volvo has done it, Cooper has done it, Mini's done it, Kia's done it with the EV5, and the idea of a Chinese built vehicle from Global Brand is no longer that unusual. Ford's joint ventures in China already produce a range of models, including SUVs and passenger cars that are not sold here. So the question is not whether China can build vehicles Fords could sell, the question is whether those vehicles make business sense for Australia. And that's where Ford is being Cautious. The company has made the point that Australia still needs proper ADR compliance, local requirements, safety expectations, pricing that works, and a business case that makes sense. It's not as simple as finding a car in China and putting it on a boat. But the Bronco New Energy seems to fit a gap Ford has in Australia. The Mustang Marque E is now much better priced than it was at launch, but is still a more road-focused electric SUV, rather. Ford does not currently have a cheaper electric all-range extended SUV sitting below it, and it does not have a rugged electrified SUV that speaks to people who want something more adventurous. This is why Bronco New Energy is so interesting. It would not be a replacement for the Ranger, it would not be a direct replacement for the Everest either, but it could give Ford an electrified SUV with a more rugged image and a lower charging anxiety than a 4BEV. In other words, it could be the kind of product that helps bridge the gap while Ford waits for batteries and charging networks and customer demand to mature, according to them. The risk is branding. Australians know Bronco as a rugged American off-road name. If Ford brings in a Chinese-built extended range model, it has to make sure the product matches the badge. If it feels like a soft SUV just wearing tough styling, buyers will see through it pretty quickly. But if the capability, pricing, and design line up, this could be one of Ford's more interesting future plays in Australia. Now to Nissan, and this one is interesting because it shows again how important China could be to Nissan Australia's recovery. Nissan Australia's new boss has reportedly put the Tarano plug-in hybrid high on the local wish list. The Tarano name is not new, but it has not been part of Nissan Australia's showroom for a very long time. The new version shown overseas is a body on frame SUV, and that is the important bit. It's not just another soft rotor to sit beside the X-Trail. The idea would be a plug-in hybrid, a more rugged SUV sitting below the patrol with more off-road credibility than a normal family crossover. That could give Nissan something Australia actually cares about. Nissan already has the patrol at the top end, the X-trail in the mainstream medium SUV space and the Navarra in its use, but it does not currently have a modern, more affordable, electrified body-on-frame SUV that can speak to buyers who want adventure capability without stepping into a full-size patrol territory. A Tarano plugin hybrid could potentially do that. Timing is still the catch. The Tarano is expected to reach Chinese showrooms before April of 2027, which means Australia would likely be later than that if it happens. A realistic local arrival would probably be late 27 or early 2028, depending on the business case, right-hand drive production and local validation. There is also a broader Nissan China angle here. Nissan is looking at other China developed products as well, including the Frontier Pro or Navarra Pro plugin newt, and potentially other SUVs developed with Dongfeng. That matters because Nissan needs fresh metal. The brand has had a tough run in Australia, sales have been down, and some key models are aging against very aggressive competition. The Chinese joint venture pipeline could give Nissan a faster way to bring in new electrified vehicles without waiting for a full global product cycle. But there are risks. Nissan has to get the positioning right. If a Torano plug-in hybrid comes here, it cannot just be interesting. It has to have the towing, the off-road ability, the warranty, the equipment, the pricing, and the dealer confidence to make buyers look at it against the Prado, Everest, Tank 500, and any other potential future plug-in SUVs. It also has to arrive before the market moves on. The good news at least is that Nissan seems to understand it needs these vehicles. A plug-in Ute and a plug-in body on-frame SUV could be exactly what the brand needs in Australia. Bad news is that the wishlist models do not move metal until they are confirmed, priced, and on sale. So for now, Tarano plugin hybrid is one to watch, but it could be a very important one if Nissan moves quickly enough. Alright, now let's talk about the smaller end of the market because G Lee's EX2 could become one of the more important affordable EV launches in Australia. The EXT is already confirmed for Australia with launch timing expected in the second half of 2026. It's a small electric catch and is expected to sit around the $30,000 mark. That puts it in the space currently occupied by cars like the BYD Dolphin, the GWM Aura, the MG4 at the cheaper end, and potentially other compact EVs that are on their way. The interesting update this week is that the EX2 is getting a battery upgrade in China ahead of its Australian launch. The upgraded version uses a 47 kWh lithium-ion phosphate battery with a claimed 460km CLTC range in China. Now, as we know, that is not directly comparable to WLTP. It's definitely not the same as real-world Australian driving, but it does show that Gelee is improving the car even before it gets here. The existing Thailand market version uses a 40.16 kWh battery and has a claimed 395km of CLTC range, which would likely translate to something closer to the low to mid 300km zone under the WLTP conditions. So if Australia gets the bigger battery, that could make the EX2 much more appealing. The EX2 is a rear-wheel drive, it uses GLE's E GEA platform, has a liquid-cooled battery, a frunk, multi-link rear suspension, and a cabin with a large central touchscreen. This is a car that could really matter because Australia still needs good affordable EVs. A lot of EV launches lately have been mid-size SUVs, large SUVs, premium cars and performance models, and that's fine, but the entry-level market is where a lot of first-time EV buyers are going to start. If Jilly can bring the EX2 in with good real-world range, a sharp price, decent safety and enough features, it could give the affordable EV segment a proper shake. And Jilly is gaining momentum here now with the EX5 having given the brand a visible start in Australia, the EX2 would give it a smaller, cheaper follow-up. The key unknown is local specification. We need to know which battery Australia is going to get, what the range rating is under WLTP, and what the safety rating looks like and where the final price is going to land. However, if Jilly can get this right, the EX2 could be one of the better timed small EVs for Australia. BYD has also had a busy week thus far with two China market updates that matter for Australia, even if neither is confirmed here yet. First, the Ado 2. The Addo 2 is already on sale here in Australia and it's been doing very well. The local version launched with a 51.3 kWh blade battery, a claimed 345km WLTP range, and a front-wheel drive motor producing 130kW and 290 Nm torque. However, in China, BYD is reportedly testing a more serious upgrade. The upgraded version appears to move to a rear-wheel drive platform with revised suspension and a longer claimed range. Reports point to a Chinese CLTC figure of up to 505km compared with 410km for the current Chinese version. Again, CLTC is not WLTP and it is not real-world Australia. But the direction is clear, more range and more sophisticated underpinnings. There's also talk of optional LiDAR overseas, which shows how quickly driver assistance technology is moving in China. Would all of that come to Australia? We just simply don't know. And this is where Australian buyers need to be careful. Just because a Chinese market, BYD, gets a major update does not necessarily mean our local models are going to change. Australia may get it later, may get part of it, or may get none at all. It's still very relevant because the Atto 2 is young here. If a better version exists overseas, buyers will naturally ask when it's coming. And then the second BYD update is the next generation Atto 3, known in China as the Yuan Plus. This one's even more dramatic. The new version shown in China is larger than the current Atto 3, moves to rear-wheel drive and offers two battery and motor combinations. The lower version reportedly uses a 57.5 kWh blade battery and a 200kW rear motor, while the higher version uses a 68.5 kWh battery and a 240kW motor. Chinese CLTC range claims are up to 540km for the lower version and 630km for the higher version. But the headline feature is charging. In China, the new ADO3 supports BYD's ultra fast flash charging technology with claims of 10-70% charge in around 5 minutes on the right hardware. That sounds incredible, but here is the Australian reality check. That charging speed depends on infrastructure that basically does not exist here at scale. BYD's ultra high powered charging network is being built in China. Australia's public charging network is improving every day, but it's still not built around 1500 kilowatt charging sites or 1.5 megawatts. So if this technology eventually comes to Australia, it still needs the right charges to be useful. That does not make it irrelevant, it just means we should separate the car from the ecosystem. The vehicle may be capable of extremely high charging speeds, but Australian drivers will only benefit when the charging network can support it. Still, this shows where BYD is heading bigger batteries, faster charging, rear-wheel drive platforms, and more power and more technology, all while trying to keep prices sharp. For Australia, the current ADO3 has been one of the most important EVs of the last few years. A properly upgraded next generation could be just as important, but only if local pricing, range, and charging support stack up. Inspired by the Tindeya concept, and this one is more future-looking than Showroom Immediate. The concept points to a larger, more premium Cooper SUV, potentially sitting above the Tavascan. It is around 4.72 meters long, which puts it in the mid-size SUV territory, and is expected to use Volkswagen Group's future SSP architecture. What is interesting is that Cooper has not locked in whether this vehicle will be a full battery electric vehicle or an extended range electric vehicle. That matters because even Volkswagen Group is now looking at more flexible electric architectures. The original plan across many brands was simple go full EV and move on. But the market has become a little bit more complicated. Charging infrastructure, regional differences, consumer demand, emissions rules, and pricing pressure all vary from country to country. So a platform that can support battery electric and range extender setups gives brands a little bit more room to move. The Tindeya concept itself was very dramatic, with aggressive styling, huge wheels, show car doors, high-tech interior, and a massive display setup. A lot of that will obviously be toned down for production because concept cars are just that concept cars. But Cooper's design direction is clear. The brand wants to stay sporty and a bit different rather than becoming just another Volkswagen Group badge. For Australia, this is not a next month story. Cooper already has the Tavaskan Electric SUV here, and the brand is still building awareness locally. A future flagship electric all-range extender SUV could be more about where Cupra goes later in the decade. But it's worth watching because the premium electric SUV space is getting crowded pretty quickly. BMW, Volvo, Genesis, Lexus, Audi, Mercedes-Benz, Tesla, Polster, and the Chinese Premium brands are all fighting for buyers. Cooper needs something distinctive, something different if it wants to stand out. A Tindea-inspired SUV could do just that, especially if it brings sharp pricing, proper range, and a design that does not look like every other electric SUV on the road. Just don't go too crazy. And fine little bit of a local story in uh western Sydney, New South Wales, and that was with Blacktown City Council. And they have unveiled a new fully electric, heavy Beaver Tail truck. Council says this one vehicle is replacing two aging diesel trucks and two trailers. That's a headline that matters, I think. It's not a theoretical trial where someone buys an electric truck, parks it up, and then tells everyone they are exploring the future. This is a working council truck built for a specific job, replacing existing diesel equipment and doing the kind of predictable local work where electric heavy vehicles can really stack up. It's even been given a nickname, Cleopatra, by council staff. Its jobs will be to carry mowers and tractors to parks and reserves all across the Blacktown local government area, supporting the council's ongoing maintenance work. So think parks, crews, mowing equipment, little tractors, local routes, regular depot returns, and a vehicle that does the same kind of work over and over again. That's important because when people talk about electric trucks, the conversation often jumps straight to the hardest use cases. Interstate freights, massive distances, massive loads, limited charging, and tight schedules. You know, or the trucks that are going to be going across the nullable or over to WA or something like that. But that's not where electric trucks need to start. They make the most sense first in controlled, repeatable operations. Councils are perfect examples. They know where the truck is going, they know what it needs to carry, they know roughly how many kilometres it will do, they have a depot, they can install charging, and the truck usually comes home at the end of the day. And that removes a lot of the uncertainty that makes heavy vehicle electrification difficult. This particular truck was developed with the Volvo Group Australia and OzTech Fabrications. It is built on a Volvo FE chassis, and Council says it is a 27-tonne electric heavy vehicle. It has a claimed driving range of around 270 kilometres, which is not a massive number if you're thinking about highway freight, but for local council operations it could be more than enough. Give some context, Blacktown Council's area is 247 square kilometres, so there's about 110 kilometres to go all the way around the edge of council's boundary, and about 28 kilometres if you want to drive straight across from one end to the other. So that 270 kilometre range should be more than enough. And the payload's also a pretty important one. The truck is designed to carry between 10 and 14 tonnes, which is what allows it to transport the kind of machinery council crews need for parks and reserve maintenance. Now, charging infrastructure is already in place at Blacktown City Council's Rudy Hill Depot, and the council says its operations are powered by 100% green energy. There is also a neat practical detail on the truck itself: a solar panel mounted on top of the vehicle powers a separate battery for the retractable ramp. That means the ramp system is not pulling from the main traction battery, which helps preserve driving range and reduces load on the truck's main energy system. It may sound like a small thing, but in a work vehicle, small practical details matter. If you are loading and unloading equipment all day, you don't want auxiliary systems eating into the range you need to get the job done. Blacktown City Council Mayor Brad Bunting has framed the truck as part of Council's broader move toward a cleaner and more efficient fleet. And that is where this story becomes more than just one truck. Because this is the kind of example that other councils, utilities, airports, ports, construction operators, and larger private fleets should be watching. Not every heavy vehicle needs to do Sydney to Melbourne, not every truck needs 800 kilometres of range, not every truck needs to fast charge on the side of the Hume Highway. A lot of work trucks have predictable daily routes, known payloads, defined operating areas and depot charging. This is the sweet spot for electrification. The other point here is efficiency. Replacing two diesel trucks and two trailers with one purpose-built electric truck is not just about swapping fuel types, it is about rethinking the job. If one better suited vehicle can do the work of multiple older assets, then the business case is not only fuel savings, it can also be maintenance savings, reduced equipment complexity, fewer trailers, less downtime, and a simpler fleet. Now we do need to keep some perspective. We do not yet have the total purchase cost, we don't have charging costs, expected annual kilometres, or a full total cost of ownership comparison against the diesel trucks that it replaces. Now those numbers are what would really tell us how strong the business case is. But the basic application looks very sensible. A council-owned heavy electric truck doing local maintenance work, charging at a depot, carrying equipment between known sites, and replacing older diesel assets. That is exactly where electric heavy vehicles should be starting. So while this is not as flashy as a new electric SUV, it may be one of the more practical EV stories that we have on today's episode because this is what real fleet electrification looks like. Not hype, not promises, but a truck doing a job that diesel trucks used to do. And that's a wrap for episode 59 of Plugged in Australia, Thursday, the 28th of May, 2026. I think the big takeaway from this episode is that electrification in Australia is spreading into the parts of the market that really matter: family SUVs, commercial vans, youths, work trucks, and rugged plug-in hybrids. MG's pushing hard on price with the uh SX EV, LDVs trying to make electric vans more attainable for small businesses. And while I don't really agree with what Ford is saying, they're being realistic about the limits of full electric ranger, especially when it comes to towing. And uh the next wave of Chinese EV technology is moving pretty darn quickly. As always, thank you so much for listening. Any feedback info at plugged inastralia.com.au. And until the next time, stay plugged in and stay charged. Chevy the ammo.