Kia Australia product boss "would love" the K4 Wagon, but it might be too niche
Speaking with CarExpert at the Australian launch of the updated Kia Sportage mid-size SUV, general manager for product at Kia Australia, Roland Rivero, said that while a K4 Wagon will likely be offered in right-hand drive for the UK, demand for wagons continues to shrink in Australia.
'The ultimate question is the appetite. The [Australian] market has evolved, and I think it's very SUV-biased. I'd love a wagon, but I think the business case for our market is not as much as Europe's,' Mr Rivero said.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert
Above: 2026 Kia K4 Wagon prototype
When asked if the wagon-bodied K4 could be reserved for a GT warm performance hero, Mr Rivero remained reluctant.
'It would be pretty expensive. We'd have to convince the Mexican plant for that additional variant, which isn't that hard because the UK will have it in right-hand drive – but it's still another derivative that the factory has to churn out.'
A camouflaged Kia K4 Wagon prototype was recently spotted testing in Europe, ahead of its anticipated reveal later this year. The K4 will replace the popular European-market Kia Ceed, in the same way it replaced the Cerato in Australia.
While heavily disguised under sheets and cladding, the K4 Wagon appears to have the extended rear overhang of the K4 Sedan, but with the high roof and tailgate of the incoming K4 Hatch. Supplied Credit: CarExpert
In the same interview, Mr Rivero confirmed the new K4 Hatch will introduce a more efficient petrol engine and transmission combination when it arrives in the latter stages of 2025.
'We've got [the] hatchback first. That does adopt a new powertrain which you're familiar with from the Seltos [small SUV]… which helps us out from a CO2 perspective – that will be our first adjustment in light of NVES [the federal government's New Vehicle Efficiency Standard],' Mr Rivero said.
The powertrain in question is an Atkinson-cycle 2.0-litre four-cylinder petrol engine mated with what Hyundai and Kia call an 'IVT' or Intelligent Variable Transmission. Effectively, it's Hyundai/Kia-speak for a CVT.
'The CO2 on that is better than even the 1.6 turbo – I think it's about a 30g/km improvement [over the 2.0L MPI]. Whether we spec it with [idle stop/start] is TBC,' Mr Rivero added. Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert
Above: Kia K4 Sedan (left) and K4 Hatch (right)
The current 2.0L MPI engine with a six-speed automatic in the K4 Sedan quotes combined fuel consumption of 7.4L/100km and CO2 emissions of 167g/km, while the more powerful 1.6 T-GDI engine in the GT-Line with its eight-speed auto quotes 6.7L/100km and 158g/km.
Mr Rivero said the new drivetrain will be applied to both the upcoming K4 Hatch as well as the existing K4 Sedan during the fourth quarter of 2025, likely coinciding with model year 2026 (MY26) production.
For reference, the related Hyundai i30 Sedan with the Smartstream-branded Atkinson-cycle engine and CVT quotes a much thriftier 6.1L/100km and 139g/km on the combined cycle.
As yet there's still no word on a K4 Hybrid or HEV variant, which has been all but confirmed for future introduction. It will almost certainly draw upon the 1.6-litre petrol-electric system used in the i30 Sedan and Kona hybrids, in which it makes 104kW and 265Nm. Supplied Credit: CarExpert
Let us know in the comments if you want Kia Australia to bring the K4 Wagon!
MORE: Kia K4 Hatch to debut more efficient engine in AustraliaMORE: Everything Kia K4
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Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from: SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from: SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from:
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Why Chery Australia is bringing its Toyota Kluger rival with only PHEV power
Chery Australia has just launched Super Hybrid plug-in hybrid (PHEV) variants of its previously petrol-only Tiggo 7 and Tiggo 8 SUVs, and now the next model in the lineup is set to go without petrol options altogether. The Chery Tiggo 9 Super Hybrid is due in Australia in the third quarter (July to September) of 2025, and it has now been confirmed that it will only be available in this PHEV guise – a turbocharged 2.0-litre petrol powertrain, available overseas, won't be offered here at launch. Speaking at the local launch for the Tiggo 7 and Tiggo 8 Super Hybrids, Chery Australia chief operating officer Lucas Harris confirmed to CarExpert that the brand will "only introduce the Super Hybrid variant of Tiggo 9" and outlined several reasons why. "Frankly, I think it's a better car. We, as a global business, are much more focused on moving towards new energy, which is obviously Super Hybrid and BEV (battery-electric vehicle)," he said. CarExpert can save you thousands on a new car. Click here to get a great deal. "The Super Hybrid Tiggo 9 performance is exceptional, I think we'll be able to price it – like our other products – very competitively, and to be able to deliver great value. "I'm just not sure that in our lineup, if you look at all the way from Tiggo 4 right through to Tiggo 9, it doesn't make sense in that lineup to introduce an [internal combustion] Tiggo 9." Chery Australia hasn't confirmed performance, range or economy figures, but has confirmed the local Tiggo 9 Super Hybrid will use a turbo 1.5-litre engine mated with a three-speed Dedicated Hybrid Transmission, like the Tiggo 7 and Tiggo 8. For context, the petrol powertrain available overseas features a 2.0-litre four-cylinder turbocharged petrol engine, paired with an eight-speed Aisin automatic transmission, with drive sent to all four wheels. "If we were to introduce [the petrol] hypothetically, it probably would end up being priced very similarly to a Tiggo 8 plug-in hybrid, for example," Mr Harris told CarExpert. "In which case, it doesn't make much sense, and the driving experience in those Super Hybrids is just so much better than any ICE vehicle. I just don't think it would add any depth to the product range by offering too many models." Pricing for the Tiggo 9 has yet to be confirmed, though the smaller Tiggo 8 Super Hybrid is priced from $45,990 to $49,990 drive-away. The Tiggo 9 Super Hybrid is therefore expected to be more expensive, likely around $55,000, although it could still significantly undercut rivals such as the Mazda CX-80 P50e (priced from $76,245 before on-roads) and the Kia Sorento PHEV (from $84,660 before on-roads). MORE: Chery taking on Kia Sorento, Mazda CX-80 with new plug-in hybrid large SUV MORE: Everything Chery Content originally sourced from: Chery Australia has just launched Super Hybrid plug-in hybrid (PHEV) variants of its previously petrol-only Tiggo 7 and Tiggo 8 SUVs, and now the next model in the lineup is set to go without petrol options altogether. The Chery Tiggo 9 Super Hybrid is due in Australia in the third quarter (July to September) of 2025, and it has now been confirmed that it will only be available in this PHEV guise – a turbocharged 2.0-litre petrol powertrain, available overseas, won't be offered here at launch. Speaking at the local launch for the Tiggo 7 and Tiggo 8 Super Hybrids, Chery Australia chief operating officer Lucas Harris confirmed to CarExpert that the brand will "only introduce the Super Hybrid variant of Tiggo 9" and outlined several reasons why. "Frankly, I think it's a better car. We, as a global business, are much more focused on moving towards new energy, which is obviously Super Hybrid and BEV (battery-electric vehicle)," he said. CarExpert can save you thousands on a new car. Click here to get a great deal. "The Super Hybrid Tiggo 9 performance is exceptional, I think we'll be able to price it – like our other products – very competitively, and to be able to deliver great value. "I'm just not sure that in our lineup, if you look at all the way from Tiggo 4 right through to Tiggo 9, it doesn't make sense in that lineup to introduce an [internal combustion] Tiggo 9." Chery Australia hasn't confirmed performance, range or economy figures, but has confirmed the local Tiggo 9 Super Hybrid will use a turbo 1.5-litre engine mated with a three-speed Dedicated Hybrid Transmission, like the Tiggo 7 and Tiggo 8. For context, the petrol powertrain available overseas features a 2.0-litre four-cylinder turbocharged petrol engine, paired with an eight-speed Aisin automatic transmission, with drive sent to all four wheels. "If we were to introduce [the petrol] hypothetically, it probably would end up being priced very similarly to a Tiggo 8 plug-in hybrid, for example," Mr Harris told CarExpert. "In which case, it doesn't make much sense, and the driving experience in those Super Hybrids is just so much better than any ICE vehicle. I just don't think it would add any depth to the product range by offering too many models." Pricing for the Tiggo 9 has yet to be confirmed, though the smaller Tiggo 8 Super Hybrid is priced from $45,990 to $49,990 drive-away. The Tiggo 9 Super Hybrid is therefore expected to be more expensive, likely around $55,000, although it could still significantly undercut rivals such as the Mazda CX-80 P50e (priced from $76,245 before on-roads) and the Kia Sorento PHEV (from $84,660 before on-roads). MORE: Chery taking on Kia Sorento, Mazda CX-80 with new plug-in hybrid large SUV MORE: Everything Chery Content originally sourced from: Chery Australia has just launched Super Hybrid plug-in hybrid (PHEV) variants of its previously petrol-only Tiggo 7 and Tiggo 8 SUVs, and now the next model in the lineup is set to go without petrol options altogether. The Chery Tiggo 9 Super Hybrid is due in Australia in the third quarter (July to September) of 2025, and it has now been confirmed that it will only be available in this PHEV guise – a turbocharged 2.0-litre petrol powertrain, available overseas, won't be offered here at launch. Speaking at the local launch for the Tiggo 7 and Tiggo 8 Super Hybrids, Chery Australia chief operating officer Lucas Harris confirmed to CarExpert that the brand will "only introduce the Super Hybrid variant of Tiggo 9" and outlined several reasons why. "Frankly, I think it's a better car. We, as a global business, are much more focused on moving towards new energy, which is obviously Super Hybrid and BEV (battery-electric vehicle)," he said. CarExpert can save you thousands on a new car. Click here to get a great deal. "The Super Hybrid Tiggo 9 performance is exceptional, I think we'll be able to price it – like our other products – very competitively, and to be able to deliver great value. "I'm just not sure that in our lineup, if you look at all the way from Tiggo 4 right through to Tiggo 9, it doesn't make sense in that lineup to introduce an [internal combustion] Tiggo 9." Chery Australia hasn't confirmed performance, range or economy figures, but has confirmed the local Tiggo 9 Super Hybrid will use a turbo 1.5-litre engine mated with a three-speed Dedicated Hybrid Transmission, like the Tiggo 7 and Tiggo 8. For context, the petrol powertrain available overseas features a 2.0-litre four-cylinder turbocharged petrol engine, paired with an eight-speed Aisin automatic transmission, with drive sent to all four wheels. "If we were to introduce [the petrol] hypothetically, it probably would end up being priced very similarly to a Tiggo 8 plug-in hybrid, for example," Mr Harris told CarExpert. "In which case, it doesn't make much sense, and the driving experience in those Super Hybrids is just so much better than any ICE vehicle. I just don't think it would add any depth to the product range by offering too many models." Pricing for the Tiggo 9 has yet to be confirmed, though the smaller Tiggo 8 Super Hybrid is priced from $45,990 to $49,990 drive-away. The Tiggo 9 Super Hybrid is therefore expected to be more expensive, likely around $55,000, although it could still significantly undercut rivals such as the Mazda CX-80 P50e (priced from $76,245 before on-roads) and the Kia Sorento PHEV (from $84,660 before on-roads). MORE: Chery taking on Kia Sorento, Mazda CX-80 with new plug-in hybrid large SUV MORE: Everything Chery Content originally sourced from: Chery Australia has just launched Super Hybrid plug-in hybrid (PHEV) variants of its previously petrol-only Tiggo 7 and Tiggo 8 SUVs, and now the next model in the lineup is set to go without petrol options altogether. The Chery Tiggo 9 Super Hybrid is due in Australia in the third quarter (July to September) of 2025, and it has now been confirmed that it will only be available in this PHEV guise – a turbocharged 2.0-litre petrol powertrain, available overseas, won't be offered here at launch. Speaking at the local launch for the Tiggo 7 and Tiggo 8 Super Hybrids, Chery Australia chief operating officer Lucas Harris confirmed to CarExpert that the brand will "only introduce the Super Hybrid variant of Tiggo 9" and outlined several reasons why. "Frankly, I think it's a better car. We, as a global business, are much more focused on moving towards new energy, which is obviously Super Hybrid and BEV (battery-electric vehicle)," he said. CarExpert can save you thousands on a new car. Click here to get a great deal. "The Super Hybrid Tiggo 9 performance is exceptional, I think we'll be able to price it – like our other products – very competitively, and to be able to deliver great value. "I'm just not sure that in our lineup, if you look at all the way from Tiggo 4 right through to Tiggo 9, it doesn't make sense in that lineup to introduce an [internal combustion] Tiggo 9." Chery Australia hasn't confirmed performance, range or economy figures, but has confirmed the local Tiggo 9 Super Hybrid will use a turbo 1.5-litre engine mated with a three-speed Dedicated Hybrid Transmission, like the Tiggo 7 and Tiggo 8. For context, the petrol powertrain available overseas features a 2.0-litre four-cylinder turbocharged petrol engine, paired with an eight-speed Aisin automatic transmission, with drive sent to all four wheels. "If we were to introduce [the petrol] hypothetically, it probably would end up being priced very similarly to a Tiggo 8 plug-in hybrid, for example," Mr Harris told CarExpert. "In which case, it doesn't make much sense, and the driving experience in those Super Hybrids is just so much better than any ICE vehicle. I just don't think it would add any depth to the product range by offering too many models." Pricing for the Tiggo 9 has yet to be confirmed, though the smaller Tiggo 8 Super Hybrid is priced from $45,990 to $49,990 drive-away. The Tiggo 9 Super Hybrid is therefore expected to be more expensive, likely around $55,000, although it could still significantly undercut rivals such as the Mazda CX-80 P50e (priced from $76,245 before on-roads) and the Kia Sorento PHEV (from $84,660 before on-roads). MORE: Chery taking on Kia Sorento, Mazda CX-80 with new plug-in hybrid large SUV MORE: Everything Chery Content originally sourced from:
