Geely Starray EM-i PHEV to battle BYD Sealion 6 in Australia
Geely Auto Australia has confirmed a second SUV will soon join its electric EX5 in local showrooms, featuring a plug-in hybrid (PHEV) powertrain.
The Geely Starray EM-i shares the same Global Intelligent New Energy Architecture (GEA) platform as the EX5, even sharing some items like body panels, but it's the company's first global model to feature its E-Motive Intelligence (EM-i) Super Hybrid powertrain.
This is a PHEV powertrain that mates a 1.5-litre naturally aspirated petrol engine with an electric motor and an 18.4kWh lithium iron phosphate (LFP) battery, offering a setup that appears to be very similar to that of the BYD Sealion 6.
Indeed, these two Chinese PHEV SUVs will be direct rivals once the Starray EM-i launches in Australia in late 2025. While Geely has yet to confirm pricing, BYD's offering starts at $42,990 before on-roads.
Full pricing and specifications will be confirmed closer to the vehicle's launch during the fourth quarter (October to December) of 2025.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The Starray EM-i's petrol engine produces 73kW of power and 125Nm of torque, while the electric motor adds 160kW and 262Nm. Combined, this produces up to 193kW of power, which is sent to the front wheels only.
Fuel is stored in a 50-litre tank, while the 18.4kWh battery allows for vehicle-to-load (V2L) capacity of 3.3kW.
There are three different drive modes: 'Pure' for electric-only driving, 'Hybrid' for a mix of electric and petrol, and 'Power' for maximum combined outputs.
Geely says the EM-i system is designed to be 'electrically driven', with the Starrary EM-i intended to drive like an electric vehicle (EV) in most situations. The company also says the car's battery features 'silicon carbide technology' to 'optimise temperature management' and ensure consistent power delivery.
For context, two powertrains are available for the Sealion 6, which offer peak outputs of either 160kW and 300Nm or 238kW and 550Nm. These are front- and all-wheel drive respectively.
ABOVE: Geely EX5
The GEA platform is said to prioritise battery durability and safety, with each relevant battery tested to be able to withstand immersion in seawater, high-altitude and sub-zero temperatures, repeated undercarriage impacts, the application of 26 tonnes of force, side collisions at speed, and direct flame exposure for over two minutes.
Geely Auto Australia CEO Lei Li says the company is "confident" the Starray EM-i will help to bolster its local efforts, following the introduction of the electric EX5.
"Geely is dedicated to meeting the needs of the Australian market, from our vehicle lineup through to our aftersales experience; we understand that there is a need for vehicles to provide more included features and more cost efficiency in this time of increasing financial pressure," he said.
Unusually, Geely has chosen Starray as the export name for this SUV, and not the Starship 7 nameplate used on the vehicle in China. The Starray name is used on a different mid-size SUV in other export markets.
MORE: China's Geely spied testing mid-size PHEV SUV in Australia
MORE: Everything Geely
Content originally sourced from: CarExpert.com.au
Geely Auto Australia has confirmed a second SUV will soon join its electric EX5 in local showrooms, featuring a plug-in hybrid (PHEV) powertrain.
The Geely Starray EM-i shares the same Global Intelligent New Energy Architecture (GEA) platform as the EX5, even sharing some items like body panels, but it's the company's first global model to feature its E-Motive Intelligence (EM-i) Super Hybrid powertrain.
This is a PHEV powertrain that mates a 1.5-litre naturally aspirated petrol engine with an electric motor and an 18.4kWh lithium iron phosphate (LFP) battery, offering a setup that appears to be very similar to that of the BYD Sealion 6.
Indeed, these two Chinese PHEV SUVs will be direct rivals once the Starray EM-i launches in Australia in late 2025. While Geely has yet to confirm pricing, BYD's offering starts at $42,990 before on-roads.
Full pricing and specifications will be confirmed closer to the vehicle's launch during the fourth quarter (October to December) of 2025.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The Starray EM-i's petrol engine produces 73kW of power and 125Nm of torque, while the electric motor adds 160kW and 262Nm. Combined, this produces up to 193kW of power, which is sent to the front wheels only.
Fuel is stored in a 50-litre tank, while the 18.4kWh battery allows for vehicle-to-load (V2L) capacity of 3.3kW.
There are three different drive modes: 'Pure' for electric-only driving, 'Hybrid' for a mix of electric and petrol, and 'Power' for maximum combined outputs.
Geely says the EM-i system is designed to be 'electrically driven', with the Starrary EM-i intended to drive like an electric vehicle (EV) in most situations. The company also says the car's battery features 'silicon carbide technology' to 'optimise temperature management' and ensure consistent power delivery.
For context, two powertrains are available for the Sealion 6, which offer peak outputs of either 160kW and 300Nm or 238kW and 550Nm. These are front- and all-wheel drive respectively.
ABOVE: Geely EX5
The GEA platform is said to prioritise battery durability and safety, with each relevant battery tested to be able to withstand immersion in seawater, high-altitude and sub-zero temperatures, repeated undercarriage impacts, the application of 26 tonnes of force, side collisions at speed, and direct flame exposure for over two minutes.
Geely Auto Australia CEO Lei Li says the company is "confident" the Starray EM-i will help to bolster its local efforts, following the introduction of the electric EX5.
"Geely is dedicated to meeting the needs of the Australian market, from our vehicle lineup through to our aftersales experience; we understand that there is a need for vehicles to provide more included features and more cost efficiency in this time of increasing financial pressure," he said.
Unusually, Geely has chosen Starray as the export name for this SUV, and not the Starship 7 nameplate used on the vehicle in China. The Starray name is used on a different mid-size SUV in other export markets.
MORE: China's Geely spied testing mid-size PHEV SUV in Australia
MORE: Everything Geely
Content originally sourced from: CarExpert.com.au
Geely Auto Australia has confirmed a second SUV will soon join its electric EX5 in local showrooms, featuring a plug-in hybrid (PHEV) powertrain.
The Geely Starray EM-i shares the same Global Intelligent New Energy Architecture (GEA) platform as the EX5, even sharing some items like body panels, but it's the company's first global model to feature its E-Motive Intelligence (EM-i) Super Hybrid powertrain.
This is a PHEV powertrain that mates a 1.5-litre naturally aspirated petrol engine with an electric motor and an 18.4kWh lithium iron phosphate (LFP) battery, offering a setup that appears to be very similar to that of the BYD Sealion 6.
Indeed, these two Chinese PHEV SUVs will be direct rivals once the Starray EM-i launches in Australia in late 2025. While Geely has yet to confirm pricing, BYD's offering starts at $42,990 before on-roads.
Full pricing and specifications will be confirmed closer to the vehicle's launch during the fourth quarter (October to December) of 2025.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The Starray EM-i's petrol engine produces 73kW of power and 125Nm of torque, while the electric motor adds 160kW and 262Nm. Combined, this produces up to 193kW of power, which is sent to the front wheels only.
Fuel is stored in a 50-litre tank, while the 18.4kWh battery allows for vehicle-to-load (V2L) capacity of 3.3kW.
There are three different drive modes: 'Pure' for electric-only driving, 'Hybrid' for a mix of electric and petrol, and 'Power' for maximum combined outputs.
Geely says the EM-i system is designed to be 'electrically driven', with the Starrary EM-i intended to drive like an electric vehicle (EV) in most situations. The company also says the car's battery features 'silicon carbide technology' to 'optimise temperature management' and ensure consistent power delivery.
For context, two powertrains are available for the Sealion 6, which offer peak outputs of either 160kW and 300Nm or 238kW and 550Nm. These are front- and all-wheel drive respectively.
ABOVE: Geely EX5
The GEA platform is said to prioritise battery durability and safety, with each relevant battery tested to be able to withstand immersion in seawater, high-altitude and sub-zero temperatures, repeated undercarriage impacts, the application of 26 tonnes of force, side collisions at speed, and direct flame exposure for over two minutes.
Geely Auto Australia CEO Lei Li says the company is "confident" the Starray EM-i will help to bolster its local efforts, following the introduction of the electric EX5.
"Geely is dedicated to meeting the needs of the Australian market, from our vehicle lineup through to our aftersales experience; we understand that there is a need for vehicles to provide more included features and more cost efficiency in this time of increasing financial pressure," he said.
Unusually, Geely has chosen Starray as the export name for this SUV, and not the Starship 7 nameplate used on the vehicle in China. The Starray name is used on a different mid-size SUV in other export markets.
MORE: China's Geely spied testing mid-size PHEV SUV in Australia
MORE: Everything Geely
Content originally sourced from: CarExpert.com.au
Geely Auto Australia has confirmed a second SUV will soon join its electric EX5 in local showrooms, featuring a plug-in hybrid (PHEV) powertrain.
The Geely Starray EM-i shares the same Global Intelligent New Energy Architecture (GEA) platform as the EX5, even sharing some items like body panels, but it's the company's first global model to feature its E-Motive Intelligence (EM-i) Super Hybrid powertrain.
This is a PHEV powertrain that mates a 1.5-litre naturally aspirated petrol engine with an electric motor and an 18.4kWh lithium iron phosphate (LFP) battery, offering a setup that appears to be very similar to that of the BYD Sealion 6.
Indeed, these two Chinese PHEV SUVs will be direct rivals once the Starray EM-i launches in Australia in late 2025. While Geely has yet to confirm pricing, BYD's offering starts at $42,990 before on-roads.
Full pricing and specifications will be confirmed closer to the vehicle's launch during the fourth quarter (October to December) of 2025.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The Starray EM-i's petrol engine produces 73kW of power and 125Nm of torque, while the electric motor adds 160kW and 262Nm. Combined, this produces up to 193kW of power, which is sent to the front wheels only.
Fuel is stored in a 50-litre tank, while the 18.4kWh battery allows for vehicle-to-load (V2L) capacity of 3.3kW.
There are three different drive modes: 'Pure' for electric-only driving, 'Hybrid' for a mix of electric and petrol, and 'Power' for maximum combined outputs.
Geely says the EM-i system is designed to be 'electrically driven', with the Starrary EM-i intended to drive like an electric vehicle (EV) in most situations. The company also says the car's battery features 'silicon carbide technology' to 'optimise temperature management' and ensure consistent power delivery.
For context, two powertrains are available for the Sealion 6, which offer peak outputs of either 160kW and 300Nm or 238kW and 550Nm. These are front- and all-wheel drive respectively.
ABOVE: Geely EX5
The GEA platform is said to prioritise battery durability and safety, with each relevant battery tested to be able to withstand immersion in seawater, high-altitude and sub-zero temperatures, repeated undercarriage impacts, the application of 26 tonnes of force, side collisions at speed, and direct flame exposure for over two minutes.
Geely Auto Australia CEO Lei Li says the company is "confident" the Starray EM-i will help to bolster its local efforts, following the introduction of the electric EX5.
"Geely is dedicated to meeting the needs of the Australian market, from our vehicle lineup through to our aftersales experience; we understand that there is a need for vehicles to provide more included features and more cost efficiency in this time of increasing financial pressure," he said.
Unusually, Geely has chosen Starray as the export name for this SUV, and not the Starship 7 nameplate used on the vehicle in China. The Starray name is used on a different mid-size SUV in other export markets.
MORE: China's Geely spied testing mid-size PHEV SUV in Australia
MORE: Everything Geely
Content originally sourced from: CarExpert.com.au
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The Advertiser
3 hours ago
- The Advertiser
Lotus denies plans to close UK factory
British sports car maker Lotus has denied reports it is considering closing its only UK plant, and shifting to the US. Multiple publications, including the BBC, Automotive News and the Financial Times, are reporting Lotus is contemplating closing its plant in Hethel, about 20 minutes south of Norwich. Lotus and parent Geely initially refused to comment on the reports, but on Saturday Lotus put out an official press statement: "Lotus Cars is continuing normal operations, and there are no plans to close the factory. We are actively exploring strategic options to enhance efficiency and ensure global competitiveness in the evolving market. "We have invested significantly in R&D and operations in the UK, over the past six years. Lotus remains committed to the UK, and its customers, employees, dealers, suppliers, as well as its proud British heritage." The company also said "the UK is the heart of the Lotus brand", while also noting the UK is its "largest commercial market in Europe". Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Hethel, the company's only factory in the UK, currently produces the Emira coupe (below) for sale around the world. If Hethel is mothballed, Emira production may be moved to the Volvo's plant in Charleston, South Carolina, which currently underutilised. In a call with investors last week, Feng Qingfeng, CEO of Lotus Technology, said "localisation [of production in US] is a feasible plan" given President Trump's constantly changing tariff policy on foreign-made cars. Production at Hethel has been paused to since mid-May to manage supply chain issues related to US tariffs, and a halt in shipment of Emiras to the US. The Financial Times believes closure of Hethel could happen as early as 2026, and would see around 1300 people lose their jobs. The company's growing losses saw it already fire 270 people in April this year, following on from multiple rounds of job cuts over the last few years. Despite those job losses, Geely and Lotus said they were committed to the UK. Moving production from the UK to Volvo's plant in the US would allow Lotus to avoid the wildly fluctuating tariff situation in the US, one of the brand's key markets. Earlier this year President Trump announced tariffs on UK-built cars would rise from 2.5 per cent to 25 per cent, but this was quickly dropped to 10 per cent, but only for the first 100,000 vehicles per year, after the two nations completed a trade deal. Founded in 1952 by Colin Chapman, the company's ethos of simplifying and adding lightness has seen it produce many celebrated sports cars, but the firm has teetered on a financial knife-edge for decades. After Chapman's death, Lotus has been successively owned by GM, Romano Artioli (who at the time also owned Bugatti), and Malaysian automaker Proton. Current ownership of the storied sports car brand is a little complicated. Chinese automaker Geely — which also owns Volvo, Polestar, Lynk & Co, Zeekr, LEVC and Smart — bought a 51 per cent of Lotus from Proton in 2017. Geely then split the brand in two, with UK-based Lotus Cars responsible for the marque's sports cars, and a new firm Lotus Technology, based in Wuhan, China, in charge of expanding the brand into electric SUVs and sedans. In February 2024 Lotus Technology was floated by merging with a special purpose acquisition company backed by LVMH, the luxury conglomerate that owns Louis Vuitton, Moët & Chandon, Dior, Bulgari, TAG Heuer, and many others. This April, the companies announced Lotus Technology would buy out Geely's 51 per cent stake in Lotus. Although the brand's new EVs helped grow the brand's sales to 12,134 last year — a 74 per cent increase over 2023 — Lotus Technology has bled hundreds of millions of dollars in red ink, and its shares are down 84 per cent. Last year the 6862 Chinese-made Eletre SUVs and Emeya sedans (above) found new homes, while sales of the Emira were up 102 per cent to 5272. If Lotus does end manufacturing in Britain, it will follow other car makers in closing factories in the UK. In March this year Vauxhall closed its Luton factory, which once made Bedford vehicles, and most recently made the Opel/Vauxhall Vivaro, Citroen Dispatch, and its many siblings. Prior to this Honda closed its Swindon plant in 2021, and Ford closed its engine factory in Bridgend, Wales in 2020. MORE: Everything Lotus Content originally sourced from: British sports car maker Lotus has denied reports it is considering closing its only UK plant, and shifting to the US. Multiple publications, including the BBC, Automotive News and the Financial Times, are reporting Lotus is contemplating closing its plant in Hethel, about 20 minutes south of Norwich. Lotus and parent Geely initially refused to comment on the reports, but on Saturday Lotus put out an official press statement: "Lotus Cars is continuing normal operations, and there are no plans to close the factory. We are actively exploring strategic options to enhance efficiency and ensure global competitiveness in the evolving market. "We have invested significantly in R&D and operations in the UK, over the past six years. Lotus remains committed to the UK, and its customers, employees, dealers, suppliers, as well as its proud British heritage." The company also said "the UK is the heart of the Lotus brand", while also noting the UK is its "largest commercial market in Europe". Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Hethel, the company's only factory in the UK, currently produces the Emira coupe (below) for sale around the world. If Hethel is mothballed, Emira production may be moved to the Volvo's plant in Charleston, South Carolina, which currently underutilised. In a call with investors last week, Feng Qingfeng, CEO of Lotus Technology, said "localisation [of production in US] is a feasible plan" given President Trump's constantly changing tariff policy on foreign-made cars. Production at Hethel has been paused to since mid-May to manage supply chain issues related to US tariffs, and a halt in shipment of Emiras to the US. The Financial Times believes closure of Hethel could happen as early as 2026, and would see around 1300 people lose their jobs. The company's growing losses saw it already fire 270 people in April this year, following on from multiple rounds of job cuts over the last few years. Despite those job losses, Geely and Lotus said they were committed to the UK. Moving production from the UK to Volvo's plant in the US would allow Lotus to avoid the wildly fluctuating tariff situation in the US, one of the brand's key markets. Earlier this year President Trump announced tariffs on UK-built cars would rise from 2.5 per cent to 25 per cent, but this was quickly dropped to 10 per cent, but only for the first 100,000 vehicles per year, after the two nations completed a trade deal. Founded in 1952 by Colin Chapman, the company's ethos of simplifying and adding lightness has seen it produce many celebrated sports cars, but the firm has teetered on a financial knife-edge for decades. After Chapman's death, Lotus has been successively owned by GM, Romano Artioli (who at the time also owned Bugatti), and Malaysian automaker Proton. Current ownership of the storied sports car brand is a little complicated. Chinese automaker Geely — which also owns Volvo, Polestar, Lynk & Co, Zeekr, LEVC and Smart — bought a 51 per cent of Lotus from Proton in 2017. Geely then split the brand in two, with UK-based Lotus Cars responsible for the marque's sports cars, and a new firm Lotus Technology, based in Wuhan, China, in charge of expanding the brand into electric SUVs and sedans. In February 2024 Lotus Technology was floated by merging with a special purpose acquisition company backed by LVMH, the luxury conglomerate that owns Louis Vuitton, Moët & Chandon, Dior, Bulgari, TAG Heuer, and many others. This April, the companies announced Lotus Technology would buy out Geely's 51 per cent stake in Lotus. Although the brand's new EVs helped grow the brand's sales to 12,134 last year — a 74 per cent increase over 2023 — Lotus Technology has bled hundreds of millions of dollars in red ink, and its shares are down 84 per cent. Last year the 6862 Chinese-made Eletre SUVs and Emeya sedans (above) found new homes, while sales of the Emira were up 102 per cent to 5272. If Lotus does end manufacturing in Britain, it will follow other car makers in closing factories in the UK. In March this year Vauxhall closed its Luton factory, which once made Bedford vehicles, and most recently made the Opel/Vauxhall Vivaro, Citroen Dispatch, and its many siblings. Prior to this Honda closed its Swindon plant in 2021, and Ford closed its engine factory in Bridgend, Wales in 2020. MORE: Everything Lotus Content originally sourced from: British sports car maker Lotus has denied reports it is considering closing its only UK plant, and shifting to the US. Multiple publications, including the BBC, Automotive News and the Financial Times, are reporting Lotus is contemplating closing its plant in Hethel, about 20 minutes south of Norwich. Lotus and parent Geely initially refused to comment on the reports, but on Saturday Lotus put out an official press statement: "Lotus Cars is continuing normal operations, and there are no plans to close the factory. We are actively exploring strategic options to enhance efficiency and ensure global competitiveness in the evolving market. "We have invested significantly in R&D and operations in the UK, over the past six years. Lotus remains committed to the UK, and its customers, employees, dealers, suppliers, as well as its proud British heritage." The company also said "the UK is the heart of the Lotus brand", while also noting the UK is its "largest commercial market in Europe". Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Hethel, the company's only factory in the UK, currently produces the Emira coupe (below) for sale around the world. If Hethel is mothballed, Emira production may be moved to the Volvo's plant in Charleston, South Carolina, which currently underutilised. In a call with investors last week, Feng Qingfeng, CEO of Lotus Technology, said "localisation [of production in US] is a feasible plan" given President Trump's constantly changing tariff policy on foreign-made cars. Production at Hethel has been paused to since mid-May to manage supply chain issues related to US tariffs, and a halt in shipment of Emiras to the US. The Financial Times believes closure of Hethel could happen as early as 2026, and would see around 1300 people lose their jobs. The company's growing losses saw it already fire 270 people in April this year, following on from multiple rounds of job cuts over the last few years. Despite those job losses, Geely and Lotus said they were committed to the UK. Moving production from the UK to Volvo's plant in the US would allow Lotus to avoid the wildly fluctuating tariff situation in the US, one of the brand's key markets. Earlier this year President Trump announced tariffs on UK-built cars would rise from 2.5 per cent to 25 per cent, but this was quickly dropped to 10 per cent, but only for the first 100,000 vehicles per year, after the two nations completed a trade deal. Founded in 1952 by Colin Chapman, the company's ethos of simplifying and adding lightness has seen it produce many celebrated sports cars, but the firm has teetered on a financial knife-edge for decades. After Chapman's death, Lotus has been successively owned by GM, Romano Artioli (who at the time also owned Bugatti), and Malaysian automaker Proton. Current ownership of the storied sports car brand is a little complicated. Chinese automaker Geely — which also owns Volvo, Polestar, Lynk & Co, Zeekr, LEVC and Smart — bought a 51 per cent of Lotus from Proton in 2017. Geely then split the brand in two, with UK-based Lotus Cars responsible for the marque's sports cars, and a new firm Lotus Technology, based in Wuhan, China, in charge of expanding the brand into electric SUVs and sedans. In February 2024 Lotus Technology was floated by merging with a special purpose acquisition company backed by LVMH, the luxury conglomerate that owns Louis Vuitton, Moët & Chandon, Dior, Bulgari, TAG Heuer, and many others. This April, the companies announced Lotus Technology would buy out Geely's 51 per cent stake in Lotus. Although the brand's new EVs helped grow the brand's sales to 12,134 last year — a 74 per cent increase over 2023 — Lotus Technology has bled hundreds of millions of dollars in red ink, and its shares are down 84 per cent. Last year the 6862 Chinese-made Eletre SUVs and Emeya sedans (above) found new homes, while sales of the Emira were up 102 per cent to 5272. If Lotus does end manufacturing in Britain, it will follow other car makers in closing factories in the UK. In March this year Vauxhall closed its Luton factory, which once made Bedford vehicles, and most recently made the Opel/Vauxhall Vivaro, Citroen Dispatch, and its many siblings. Prior to this Honda closed its Swindon plant in 2021, and Ford closed its engine factory in Bridgend, Wales in 2020. MORE: Everything Lotus Content originally sourced from: British sports car maker Lotus has denied reports it is considering closing its only UK plant, and shifting to the US. Multiple publications, including the BBC, Automotive News and the Financial Times, are reporting Lotus is contemplating closing its plant in Hethel, about 20 minutes south of Norwich. Lotus and parent Geely initially refused to comment on the reports, but on Saturday Lotus put out an official press statement: "Lotus Cars is continuing normal operations, and there are no plans to close the factory. We are actively exploring strategic options to enhance efficiency and ensure global competitiveness in the evolving market. "We have invested significantly in R&D and operations in the UK, over the past six years. Lotus remains committed to the UK, and its customers, employees, dealers, suppliers, as well as its proud British heritage." The company also said "the UK is the heart of the Lotus brand", while also noting the UK is its "largest commercial market in Europe". Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Hethel, the company's only factory in the UK, currently produces the Emira coupe (below) for sale around the world. If Hethel is mothballed, Emira production may be moved to the Volvo's plant in Charleston, South Carolina, which currently underutilised. In a call with investors last week, Feng Qingfeng, CEO of Lotus Technology, said "localisation [of production in US] is a feasible plan" given President Trump's constantly changing tariff policy on foreign-made cars. Production at Hethel has been paused to since mid-May to manage supply chain issues related to US tariffs, and a halt in shipment of Emiras to the US. The Financial Times believes closure of Hethel could happen as early as 2026, and would see around 1300 people lose their jobs. The company's growing losses saw it already fire 270 people in April this year, following on from multiple rounds of job cuts over the last few years. Despite those job losses, Geely and Lotus said they were committed to the UK. Moving production from the UK to Volvo's plant in the US would allow Lotus to avoid the wildly fluctuating tariff situation in the US, one of the brand's key markets. Earlier this year President Trump announced tariffs on UK-built cars would rise from 2.5 per cent to 25 per cent, but this was quickly dropped to 10 per cent, but only for the first 100,000 vehicles per year, after the two nations completed a trade deal. Founded in 1952 by Colin Chapman, the company's ethos of simplifying and adding lightness has seen it produce many celebrated sports cars, but the firm has teetered on a financial knife-edge for decades. After Chapman's death, Lotus has been successively owned by GM, Romano Artioli (who at the time also owned Bugatti), and Malaysian automaker Proton. Current ownership of the storied sports car brand is a little complicated. Chinese automaker Geely — which also owns Volvo, Polestar, Lynk & Co, Zeekr, LEVC and Smart — bought a 51 per cent of Lotus from Proton in 2017. Geely then split the brand in two, with UK-based Lotus Cars responsible for the marque's sports cars, and a new firm Lotus Technology, based in Wuhan, China, in charge of expanding the brand into electric SUVs and sedans. In February 2024 Lotus Technology was floated by merging with a special purpose acquisition company backed by LVMH, the luxury conglomerate that owns Louis Vuitton, Moët & Chandon, Dior, Bulgari, TAG Heuer, and many others. This April, the companies announced Lotus Technology would buy out Geely's 51 per cent stake in Lotus. Although the brand's new EVs helped grow the brand's sales to 12,134 last year — a 74 per cent increase over 2023 — Lotus Technology has bled hundreds of millions of dollars in red ink, and its shares are down 84 per cent. Last year the 6862 Chinese-made Eletre SUVs and Emeya sedans (above) found new homes, while sales of the Emira were up 102 per cent to 5272. If Lotus does end manufacturing in Britain, it will follow other car makers in closing factories in the UK. In March this year Vauxhall closed its Luton factory, which once made Bedford vehicles, and most recently made the Opel/Vauxhall Vivaro, Citroen Dispatch, and its many siblings. Prior to this Honda closed its Swindon plant in 2021, and Ford closed its engine factory in Bridgend, Wales in 2020. MORE: Everything Lotus Content originally sourced from:
7NEWS
4 hours ago
- 7NEWS
Lotus denies plans to close UK factory
British sports car maker Lotus has denied reports it is considering closing its only UK plant, and shifting to the US. Multiple publications, including the BBC, Automotive News and the Financial Times, are reporting Lotus is contemplating closing its plant in Hethel, about 20 minutes south of Norwich. Lotus and parent Geely initially refused to comment on the reports, but on Saturday Lotus put out an official press statement: 'Lotus Cars is continuing normal operations, and there are no plans to close the factory. We are actively exploring strategic options to enhance efficiency and ensure global competitiveness in the evolving market. 'We have invested significantly in R&D and operations in the UK, over the past six years. Lotus remains committed to the UK, and its customers, employees, dealers, suppliers, as well as its proud British heritage.' The company also said 'the UK is the heart of the Lotus brand', while also noting the UK is its 'largest commercial market in Europe'. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Hethel, the company's only factory in the UK, currently produces the Emira coupe (below) for sale around the world. If Hethel is mothballed, Emira production may be moved to the Volvo's plant in Charleston, South Carolina, which currently underutilised. In a call with investors last week, Feng Qingfeng, CEO of Lotus Technology, said 'localisation [of production in US] is a feasible plan' given President Trump's constantly changing tariff policy on foreign-made cars. Production at Hethel has been paused to since mid-May to manage supply chain issues related to US tariffs, and a halt in shipment of Emiras to the US. The Financial Times believes closure of Hethel could happen as early as 2026, and would see around 1300 people lose their jobs. The company's growing losses saw it already fire 270 people in April this year, following on from multiple rounds of job cuts over the last few years. Despite those job losses, Geely and Lotus said they were committed to the UK. Moving production from the UK to Volvo's plant in the US would allow Lotus to avoid the wildly fluctuating tariff situation in the US, one of the brand's key markets. Earlier this year President Trump announced tariffs on UK-built cars would rise from 2.5 per cent to 25 per cent, but this was quickly dropped to 10 per cent, but only for the first 100,000 vehicles per year, after the two nations completed a trade deal. Founded in 1952 by Colin Chapman, the company's ethos of simplifying and adding lightness has seen it produce many celebrated sports cars, but the firm has teetered on a financial knife-edge for decades. After Chapman's death, Lotus has been successively owned by GM, Romano Artioli (who at the time also owned Bugatti), and Malaysian automaker Proton. Current ownership of the storied sports car brand is a little complicated. Chinese automaker Geely — which also owns Volvo, Polestar, Lynk & Co, Zeekr, LEVC and Smart — bought a 51 per cent of Lotus from Proton in 2017. Geely then split the brand in two, with UK-based Lotus Cars responsible for the marque's sports cars, and a new firm Lotus Technology, based in Wuhan, China, in charge of expanding the brand into electric SUVs and sedans. In February 2024 Lotus Technology was floated by merging with a special purpose acquisition company backed by LVMH, the luxury conglomerate that owns Louis Vuitton, Moët & Chandon, Dior, Bulgari, TAG Heuer, and many others. This April, the companies announced Lotus Technology would buy out Geely's 51 per cent stake in Lotus. Although the brand's new EVs helped grow the brand's sales to 12,134 last year — a 74 per cent increase over 2023 — Lotus Technology has bled hundreds of millions of dollars in red ink, and its shares are down 84 per cent. Last year the 6862 Chinese-made Eletre SUVs and Emeya sedans (above) found new homes, while sales of the Emira were up 102 per cent to 5272. If Lotus does end manufacturing in Britain, it will follow other car makers in closing factories in the UK. In March this year Vauxhall closed its Luton factory, which once made Bedford vehicles, and most recently made the Opel/Vauxhall Vivaro, Citroen Dispatch, and its many siblings. Prior to this Honda closed its Swindon plant in 2021, and Ford closed its engine factory in Bridgend, Wales in 2020.
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- The Advertiser
2025 Jaecoo J7 SHS vs BYD Sealion 6 Essential comparison: Spec battle
A plug-in hybrid (PHEV) mid-size SUV is the ideal solution for Australian families on a one-car budget. Until recently though, with the exception of the popular Mitsubishi Outlander PHEV, Haval H6 GT PHEV and MG H6 Plus EV, the fuel-saving powertrain technology has been largely out of reach for many buyers and reserved mostly for large and expensive luxury SUVs. But a bunch of Chinese newcomers, including Jaecoo and BYD, are making it more accessible with models like these, the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential. Both are roughly the same size, both cost less than $50k, both are loaded with the latest safety equipment and digital technologies, and both feature a petrol-electric drivetrain with battery packs that are big enough to handle the average daily commute without using a drop of unleaded. So which one is best? Let's find out… The BYD Sealion 6 range has been revised for 2025, with a renamed entry-level Essential variant (previously known as the Dynamic) that sets a new benchmark as the most affordable plug-in mid-size SUV available in Australia, priced from $42,990 before on-road costs. Buyers can also choose to pay $10k more for the flagship BYD Sealion 6 Premium that features an additional electric motor, giving it all-wheel drive, plus more standard equipment. Jaecoo only offers a single variant of its new J7 with a plug-in powertrain, the range-topping SHS Summit that costs $47,990 drive-away, which makes these two pretty much lineball on price once their in your driveway. There are, however, three cheaper non-hybrid J7 variants that sit under the SHS Summit, including the entry-level Core 2WD that costs just $34,990 drive-away, the higher grade Track 2WD that costs $5k more, and the all-wheel drive Ridge with a $42,990 drive-away price tag. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 come with a generous level of standard equipment. Common features to both vehicles include: The Jaecoo brings a few extras that are missing from the BYD in Essential trim, such as heated and ventilated front seats, a head-up display, wireless phone charger and embedded satellite navigation. While the Sealion 6 has a larger 12.3-inch digital instrument cluster (compared to 10.25-inch in the J7), its central 12.8-inch touchscreen that can be rotated to either landscape or portrait configurations is smaller than the J7's fixed 14.8-inch unit. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 have been given a maximum five-star ANCAP rating. Standard safety kit for both models includes: The Jaecoo adds a few more features that are missing from the entry-level Sealion 6, including front parking sensors, a 360-degree camera, and the previously mentioned head-up display, plus it has eight airbags including a driver's knee and centre airbag, while the BYD only has seven. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool As you'd expect for a mid-size SUV, both the Jaecoo and BYD offer plenty of space with seating for five and decent cargo carrying capacity. The BYD is fractionally larger in overall length and width, but the Jaecoo rides on a slightly longer wheelbase which opens up the cabin a bit more, matching the Sealion 6 for rear seat room, but compromising boot space. With 340 litres of total volume behind the rear seats, the Jaecoo J7 is more on par with a small hatch, while the BYD boot is significantly larger and offers more depth. As for what they look like inside and how they function, the Jaecoo J7 has a classy yet much simpler aesthetic with a horizontal dashboard design that features floating digital screens and a dominant centre console running the length between the driver and passenger seats. It looks good and the quality of materials present well, with soft-touch faux leather and brushed aluminium highlights throughout. And it feels spacious and airy thanks to the panoramic glass roof and lighter-coloured roof liner. The seats are comfortable and it's nice to have both heated and cooled ventilation to combat our extreme climate, but they don't have much lateral support. The large tablet-style infotainment screen in the centre is bright and clear, with a logical menu structure to access the myriad of functions available. It would be nice to have a selection of physical controls for often-used elements such as the audio volume and ventilation, but it becomes easier once you're familiar with the shortcuts available. There are some strange elements in the Jaecoo that take more time to get accustomed to, such as the convex shape of the rear-view mirror, the upside-down controls for the power windows, and the alarming noise of the door handles retracting into the body every time you set off. The BYD Sealion 6's cabin has more wow factor on face value thanks its contrasting brown-on-black colour palette, sweeping dashboard layout, and its rotating touchscreen party trick. But, even though it too has a full-length glass roof, it feels a little more cosy than the Jaecoo with a darker headliner. Otherwise, both have excellent headroom and plenty of space across the back seats, plus rear vents, power outlets and cupholders in the centre armrest, as well as many convenient options for small item storage. The BYD's greater boot space is more handy for larger families, but the seats don't fold fully flat like they do in the Jaecoo, which allows loading of larger items. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Philosophically, there's not a lot that separates these two. Both the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential pair a 1.5-litre four-cylinder petrol engine with a single electric motor that drives the front wheels and is powered by a relatively large 18.3kWh battery. However, the Jaecoo's internal combustion engine incorporates a turbocharger, whereas the BYD is naturally aspirated, which helps the former produce significantly higher outputs. In the Jaecoo, the petrol engine alone develops 105kW of power and 215Nm of torque, compared to just 72kW and 122Nm for the BYD. With the addition of an electric motor for each vehicle, which produce almost identical outputs (150kW/310Nm versus 145kW/300Nm), Jeacoo claims the J7 has a maximum combined power of 255kW and a V8-like 525Nm of torque, while the Sealion 6 produces significantly less at 160kW/300Nm. However, the net result is that both SUVs can be used to cover the average daily commute as an electric-only vehicle, with the ability to cover around 90km of driving on battery power alone, and super-low combined fuel consumption figures of 1.0L/100km and 1.1L/100km respectively. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both of these newcomer brands provide excellent long-term owner benefits, but Jaecoo comes out ahead with a longer eight-year, unlimited-kilometre warranty compared to the Sealion 6's six-year/150,000km warranty. They each come with free roadside assistance for the first year, which is reactivated for the duration of the warranty period when scheduled servicing is completed within their authorised dealer networks. Both require servicing every 12 months, but BYD allows for greater annual mileage, and its capped price servicing scheme extends for more than a decade. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool With both of these cars, you can have you cake and eat it too. Each of them provides all you need – and more – from a mid-size family soft-roader, including plenty of space, a long list of standard equipment, the latest in safety technology and conveniences, and efficient long-range driving capabilities. The BYD' Sealion 6's list price (excluding statutory on-road costs) might look more attractive, and its larger boot could be more convenient for larger families, but the Jaecoo J7 offers more kit, more power and is (ever so fractionally) more affordable to own. Interested in buying a BYD Sealion 7? Let CarExpert find you the best deal here Interested in buying a Jaecoo J7? Let CarExpert find you the best deal hereMORE: Explore the BYD Sealion 6 showroom MORE: Explore the Jaecoo J7 showroom Content originally sourced from: A plug-in hybrid (PHEV) mid-size SUV is the ideal solution for Australian families on a one-car budget. Until recently though, with the exception of the popular Mitsubishi Outlander PHEV, Haval H6 GT PHEV and MG H6 Plus EV, the fuel-saving powertrain technology has been largely out of reach for many buyers and reserved mostly for large and expensive luxury SUVs. But a bunch of Chinese newcomers, including Jaecoo and BYD, are making it more accessible with models like these, the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential. Both are roughly the same size, both cost less than $50k, both are loaded with the latest safety equipment and digital technologies, and both feature a petrol-electric drivetrain with battery packs that are big enough to handle the average daily commute without using a drop of unleaded. So which one is best? Let's find out… The BYD Sealion 6 range has been revised for 2025, with a renamed entry-level Essential variant (previously known as the Dynamic) that sets a new benchmark as the most affordable plug-in mid-size SUV available in Australia, priced from $42,990 before on-road costs. Buyers can also choose to pay $10k more for the flagship BYD Sealion 6 Premium that features an additional electric motor, giving it all-wheel drive, plus more standard equipment. Jaecoo only offers a single variant of its new J7 with a plug-in powertrain, the range-topping SHS Summit that costs $47,990 drive-away, which makes these two pretty much lineball on price once their in your driveway. There are, however, three cheaper non-hybrid J7 variants that sit under the SHS Summit, including the entry-level Core 2WD that costs just $34,990 drive-away, the higher grade Track 2WD that costs $5k more, and the all-wheel drive Ridge with a $42,990 drive-away price tag. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 come with a generous level of standard equipment. Common features to both vehicles include: The Jaecoo brings a few extras that are missing from the BYD in Essential trim, such as heated and ventilated front seats, a head-up display, wireless phone charger and embedded satellite navigation. While the Sealion 6 has a larger 12.3-inch digital instrument cluster (compared to 10.25-inch in the J7), its central 12.8-inch touchscreen that can be rotated to either landscape or portrait configurations is smaller than the J7's fixed 14.8-inch unit. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 have been given a maximum five-star ANCAP rating. Standard safety kit for both models includes: The Jaecoo adds a few more features that are missing from the entry-level Sealion 6, including front parking sensors, a 360-degree camera, and the previously mentioned head-up display, plus it has eight airbags including a driver's knee and centre airbag, while the BYD only has seven. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool As you'd expect for a mid-size SUV, both the Jaecoo and BYD offer plenty of space with seating for five and decent cargo carrying capacity. The BYD is fractionally larger in overall length and width, but the Jaecoo rides on a slightly longer wheelbase which opens up the cabin a bit more, matching the Sealion 6 for rear seat room, but compromising boot space. With 340 litres of total volume behind the rear seats, the Jaecoo J7 is more on par with a small hatch, while the BYD boot is significantly larger and offers more depth. As for what they look like inside and how they function, the Jaecoo J7 has a classy yet much simpler aesthetic with a horizontal dashboard design that features floating digital screens and a dominant centre console running the length between the driver and passenger seats. It looks good and the quality of materials present well, with soft-touch faux leather and brushed aluminium highlights throughout. And it feels spacious and airy thanks to the panoramic glass roof and lighter-coloured roof liner. The seats are comfortable and it's nice to have both heated and cooled ventilation to combat our extreme climate, but they don't have much lateral support. The large tablet-style infotainment screen in the centre is bright and clear, with a logical menu structure to access the myriad of functions available. It would be nice to have a selection of physical controls for often-used elements such as the audio volume and ventilation, but it becomes easier once you're familiar with the shortcuts available. There are some strange elements in the Jaecoo that take more time to get accustomed to, such as the convex shape of the rear-view mirror, the upside-down controls for the power windows, and the alarming noise of the door handles retracting into the body every time you set off. The BYD Sealion 6's cabin has more wow factor on face value thanks its contrasting brown-on-black colour palette, sweeping dashboard layout, and its rotating touchscreen party trick. But, even though it too has a full-length glass roof, it feels a little more cosy than the Jaecoo with a darker headliner. Otherwise, both have excellent headroom and plenty of space across the back seats, plus rear vents, power outlets and cupholders in the centre armrest, as well as many convenient options for small item storage. The BYD's greater boot space is more handy for larger families, but the seats don't fold fully flat like they do in the Jaecoo, which allows loading of larger items. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Philosophically, there's not a lot that separates these two. Both the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential pair a 1.5-litre four-cylinder petrol engine with a single electric motor that drives the front wheels and is powered by a relatively large 18.3kWh battery. However, the Jaecoo's internal combustion engine incorporates a turbocharger, whereas the BYD is naturally aspirated, which helps the former produce significantly higher outputs. In the Jaecoo, the petrol engine alone develops 105kW of power and 215Nm of torque, compared to just 72kW and 122Nm for the BYD. With the addition of an electric motor for each vehicle, which produce almost identical outputs (150kW/310Nm versus 145kW/300Nm), Jeacoo claims the J7 has a maximum combined power of 255kW and a V8-like 525Nm of torque, while the Sealion 6 produces significantly less at 160kW/300Nm. However, the net result is that both SUVs can be used to cover the average daily commute as an electric-only vehicle, with the ability to cover around 90km of driving on battery power alone, and super-low combined fuel consumption figures of 1.0L/100km and 1.1L/100km respectively. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both of these newcomer brands provide excellent long-term owner benefits, but Jaecoo comes out ahead with a longer eight-year, unlimited-kilometre warranty compared to the Sealion 6's six-year/150,000km warranty. They each come with free roadside assistance for the first year, which is reactivated for the duration of the warranty period when scheduled servicing is completed within their authorised dealer networks. Both require servicing every 12 months, but BYD allows for greater annual mileage, and its capped price servicing scheme extends for more than a decade. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool With both of these cars, you can have you cake and eat it too. Each of them provides all you need – and more – from a mid-size family soft-roader, including plenty of space, a long list of standard equipment, the latest in safety technology and conveniences, and efficient long-range driving capabilities. The BYD' Sealion 6's list price (excluding statutory on-road costs) might look more attractive, and its larger boot could be more convenient for larger families, but the Jaecoo J7 offers more kit, more power and is (ever so fractionally) more affordable to own. Interested in buying a BYD Sealion 7? Let CarExpert find you the best deal here Interested in buying a Jaecoo J7? Let CarExpert find you the best deal hereMORE: Explore the BYD Sealion 6 showroom MORE: Explore the Jaecoo J7 showroom Content originally sourced from: A plug-in hybrid (PHEV) mid-size SUV is the ideal solution for Australian families on a one-car budget. Until recently though, with the exception of the popular Mitsubishi Outlander PHEV, Haval H6 GT PHEV and MG H6 Plus EV, the fuel-saving powertrain technology has been largely out of reach for many buyers and reserved mostly for large and expensive luxury SUVs. But a bunch of Chinese newcomers, including Jaecoo and BYD, are making it more accessible with models like these, the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential. Both are roughly the same size, both cost less than $50k, both are loaded with the latest safety equipment and digital technologies, and both feature a petrol-electric drivetrain with battery packs that are big enough to handle the average daily commute without using a drop of unleaded. So which one is best? Let's find out… The BYD Sealion 6 range has been revised for 2025, with a renamed entry-level Essential variant (previously known as the Dynamic) that sets a new benchmark as the most affordable plug-in mid-size SUV available in Australia, priced from $42,990 before on-road costs. Buyers can also choose to pay $10k more for the flagship BYD Sealion 6 Premium that features an additional electric motor, giving it all-wheel drive, plus more standard equipment. Jaecoo only offers a single variant of its new J7 with a plug-in powertrain, the range-topping SHS Summit that costs $47,990 drive-away, which makes these two pretty much lineball on price once their in your driveway. There are, however, three cheaper non-hybrid J7 variants that sit under the SHS Summit, including the entry-level Core 2WD that costs just $34,990 drive-away, the higher grade Track 2WD that costs $5k more, and the all-wheel drive Ridge with a $42,990 drive-away price tag. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 come with a generous level of standard equipment. Common features to both vehicles include: The Jaecoo brings a few extras that are missing from the BYD in Essential trim, such as heated and ventilated front seats, a head-up display, wireless phone charger and embedded satellite navigation. While the Sealion 6 has a larger 12.3-inch digital instrument cluster (compared to 10.25-inch in the J7), its central 12.8-inch touchscreen that can be rotated to either landscape or portrait configurations is smaller than the J7's fixed 14.8-inch unit. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 have been given a maximum five-star ANCAP rating. Standard safety kit for both models includes: The Jaecoo adds a few more features that are missing from the entry-level Sealion 6, including front parking sensors, a 360-degree camera, and the previously mentioned head-up display, plus it has eight airbags including a driver's knee and centre airbag, while the BYD only has seven. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool As you'd expect for a mid-size SUV, both the Jaecoo and BYD offer plenty of space with seating for five and decent cargo carrying capacity. The BYD is fractionally larger in overall length and width, but the Jaecoo rides on a slightly longer wheelbase which opens up the cabin a bit more, matching the Sealion 6 for rear seat room, but compromising boot space. With 340 litres of total volume behind the rear seats, the Jaecoo J7 is more on par with a small hatch, while the BYD boot is significantly larger and offers more depth. As for what they look like inside and how they function, the Jaecoo J7 has a classy yet much simpler aesthetic with a horizontal dashboard design that features floating digital screens and a dominant centre console running the length between the driver and passenger seats. It looks good and the quality of materials present well, with soft-touch faux leather and brushed aluminium highlights throughout. And it feels spacious and airy thanks to the panoramic glass roof and lighter-coloured roof liner. The seats are comfortable and it's nice to have both heated and cooled ventilation to combat our extreme climate, but they don't have much lateral support. The large tablet-style infotainment screen in the centre is bright and clear, with a logical menu structure to access the myriad of functions available. It would be nice to have a selection of physical controls for often-used elements such as the audio volume and ventilation, but it becomes easier once you're familiar with the shortcuts available. There are some strange elements in the Jaecoo that take more time to get accustomed to, such as the convex shape of the rear-view mirror, the upside-down controls for the power windows, and the alarming noise of the door handles retracting into the body every time you set off. The BYD Sealion 6's cabin has more wow factor on face value thanks its contrasting brown-on-black colour palette, sweeping dashboard layout, and its rotating touchscreen party trick. But, even though it too has a full-length glass roof, it feels a little more cosy than the Jaecoo with a darker headliner. Otherwise, both have excellent headroom and plenty of space across the back seats, plus rear vents, power outlets and cupholders in the centre armrest, as well as many convenient options for small item storage. The BYD's greater boot space is more handy for larger families, but the seats don't fold fully flat like they do in the Jaecoo, which allows loading of larger items. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Philosophically, there's not a lot that separates these two. Both the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential pair a 1.5-litre four-cylinder petrol engine with a single electric motor that drives the front wheels and is powered by a relatively large 18.3kWh battery. However, the Jaecoo's internal combustion engine incorporates a turbocharger, whereas the BYD is naturally aspirated, which helps the former produce significantly higher outputs. In the Jaecoo, the petrol engine alone develops 105kW of power and 215Nm of torque, compared to just 72kW and 122Nm for the BYD. With the addition of an electric motor for each vehicle, which produce almost identical outputs (150kW/310Nm versus 145kW/300Nm), Jeacoo claims the J7 has a maximum combined power of 255kW and a V8-like 525Nm of torque, while the Sealion 6 produces significantly less at 160kW/300Nm. However, the net result is that both SUVs can be used to cover the average daily commute as an electric-only vehicle, with the ability to cover around 90km of driving on battery power alone, and super-low combined fuel consumption figures of 1.0L/100km and 1.1L/100km respectively. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both of these newcomer brands provide excellent long-term owner benefits, but Jaecoo comes out ahead with a longer eight-year, unlimited-kilometre warranty compared to the Sealion 6's six-year/150,000km warranty. They each come with free roadside assistance for the first year, which is reactivated for the duration of the warranty period when scheduled servicing is completed within their authorised dealer networks. Both require servicing every 12 months, but BYD allows for greater annual mileage, and its capped price servicing scheme extends for more than a decade. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool With both of these cars, you can have you cake and eat it too. Each of them provides all you need – and more – from a mid-size family soft-roader, including plenty of space, a long list of standard equipment, the latest in safety technology and conveniences, and efficient long-range driving capabilities. The BYD' Sealion 6's list price (excluding statutory on-road costs) might look more attractive, and its larger boot could be more convenient for larger families, but the Jaecoo J7 offers more kit, more power and is (ever so fractionally) more affordable to own. Interested in buying a BYD Sealion 7? Let CarExpert find you the best deal here Interested in buying a Jaecoo J7? Let CarExpert find you the best deal hereMORE: Explore the BYD Sealion 6 showroom MORE: Explore the Jaecoo J7 showroom Content originally sourced from: A plug-in hybrid (PHEV) mid-size SUV is the ideal solution for Australian families on a one-car budget. Until recently though, with the exception of the popular Mitsubishi Outlander PHEV, Haval H6 GT PHEV and MG H6 Plus EV, the fuel-saving powertrain technology has been largely out of reach for many buyers and reserved mostly for large and expensive luxury SUVs. But a bunch of Chinese newcomers, including Jaecoo and BYD, are making it more accessible with models like these, the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential. Both are roughly the same size, both cost less than $50k, both are loaded with the latest safety equipment and digital technologies, and both feature a petrol-electric drivetrain with battery packs that are big enough to handle the average daily commute without using a drop of unleaded. So which one is best? Let's find out… The BYD Sealion 6 range has been revised for 2025, with a renamed entry-level Essential variant (previously known as the Dynamic) that sets a new benchmark as the most affordable plug-in mid-size SUV available in Australia, priced from $42,990 before on-road costs. Buyers can also choose to pay $10k more for the flagship BYD Sealion 6 Premium that features an additional electric motor, giving it all-wheel drive, plus more standard equipment. Jaecoo only offers a single variant of its new J7 with a plug-in powertrain, the range-topping SHS Summit that costs $47,990 drive-away, which makes these two pretty much lineball on price once their in your driveway. There are, however, three cheaper non-hybrid J7 variants that sit under the SHS Summit, including the entry-level Core 2WD that costs just $34,990 drive-away, the higher grade Track 2WD that costs $5k more, and the all-wheel drive Ridge with a $42,990 drive-away price tag. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 come with a generous level of standard equipment. Common features to both vehicles include: The Jaecoo brings a few extras that are missing from the BYD in Essential trim, such as heated and ventilated front seats, a head-up display, wireless phone charger and embedded satellite navigation. While the Sealion 6 has a larger 12.3-inch digital instrument cluster (compared to 10.25-inch in the J7), its central 12.8-inch touchscreen that can be rotated to either landscape or portrait configurations is smaller than the J7's fixed 14.8-inch unit. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both the Jaecoo J7 SHS Summit and BYD Sealion 6 have been given a maximum five-star ANCAP rating. Standard safety kit for both models includes: The Jaecoo adds a few more features that are missing from the entry-level Sealion 6, including front parking sensors, a 360-degree camera, and the previously mentioned head-up display, plus it has eight airbags including a driver's knee and centre airbag, while the BYD only has seven. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool As you'd expect for a mid-size SUV, both the Jaecoo and BYD offer plenty of space with seating for five and decent cargo carrying capacity. The BYD is fractionally larger in overall length and width, but the Jaecoo rides on a slightly longer wheelbase which opens up the cabin a bit more, matching the Sealion 6 for rear seat room, but compromising boot space. With 340 litres of total volume behind the rear seats, the Jaecoo J7 is more on par with a small hatch, while the BYD boot is significantly larger and offers more depth. As for what they look like inside and how they function, the Jaecoo J7 has a classy yet much simpler aesthetic with a horizontal dashboard design that features floating digital screens and a dominant centre console running the length between the driver and passenger seats. It looks good and the quality of materials present well, with soft-touch faux leather and brushed aluminium highlights throughout. And it feels spacious and airy thanks to the panoramic glass roof and lighter-coloured roof liner. The seats are comfortable and it's nice to have both heated and cooled ventilation to combat our extreme climate, but they don't have much lateral support. The large tablet-style infotainment screen in the centre is bright and clear, with a logical menu structure to access the myriad of functions available. It would be nice to have a selection of physical controls for often-used elements such as the audio volume and ventilation, but it becomes easier once you're familiar with the shortcuts available. There are some strange elements in the Jaecoo that take more time to get accustomed to, such as the convex shape of the rear-view mirror, the upside-down controls for the power windows, and the alarming noise of the door handles retracting into the body every time you set off. The BYD Sealion 6's cabin has more wow factor on face value thanks its contrasting brown-on-black colour palette, sweeping dashboard layout, and its rotating touchscreen party trick. But, even though it too has a full-length glass roof, it feels a little more cosy than the Jaecoo with a darker headliner. Otherwise, both have excellent headroom and plenty of space across the back seats, plus rear vents, power outlets and cupholders in the centre armrest, as well as many convenient options for small item storage. The BYD's greater boot space is more handy for larger families, but the seats don't fold fully flat like they do in the Jaecoo, which allows loading of larger items. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Philosophically, there's not a lot that separates these two. Both the Jaecoo J7 SHS Summit and BYD Sealion 6 Essential pair a 1.5-litre four-cylinder petrol engine with a single electric motor that drives the front wheels and is powered by a relatively large 18.3kWh battery. However, the Jaecoo's internal combustion engine incorporates a turbocharger, whereas the BYD is naturally aspirated, which helps the former produce significantly higher outputs. In the Jaecoo, the petrol engine alone develops 105kW of power and 215Nm of torque, compared to just 72kW and 122Nm for the BYD. With the addition of an electric motor for each vehicle, which produce almost identical outputs (150kW/310Nm versus 145kW/300Nm), Jeacoo claims the J7 has a maximum combined power of 255kW and a V8-like 525Nm of torque, while the Sealion 6 produces significantly less at 160kW/300Nm. However, the net result is that both SUVs can be used to cover the average daily commute as an electric-only vehicle, with the ability to cover around 90km of driving on battery power alone, and super-low combined fuel consumption figures of 1.0L/100km and 1.1L/100km respectively. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool Both of these newcomer brands provide excellent long-term owner benefits, but Jaecoo comes out ahead with a longer eight-year, unlimited-kilometre warranty compared to the Sealion 6's six-year/150,000km warranty. They each come with free roadside assistance for the first year, which is reactivated for the duration of the warranty period when scheduled servicing is completed within their authorised dealer networks. Both require servicing every 12 months, but BYD allows for greater annual mileage, and its capped price servicing scheme extends for more than a decade. If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool With both of these cars, you can have you cake and eat it too. Each of them provides all you need – and more – from a mid-size family soft-roader, including plenty of space, a long list of standard equipment, the latest in safety technology and conveniences, and efficient long-range driving capabilities. The BYD' Sealion 6's list price (excluding statutory on-road costs) might look more attractive, and its larger boot could be more convenient for larger families, but the Jaecoo J7 offers more kit, more power and is (ever so fractionally) more affordable to own. Interested in buying a BYD Sealion 7? Let CarExpert find you the best deal here Interested in buying a Jaecoo J7? Let CarExpert find you the best deal hereMORE: Explore the BYD Sealion 6 showroom MORE: Explore the Jaecoo J7 showroom Content originally sourced from:
