Latest news with #GuangzhouAutomobileGroup
Reuters
2 days ago
- Business
- Reuters
China's industrial profits fall further in June
BEIJING, July 27 (Reuters) - China's industrial profits continued to fall in June, data showed on Sunday, as entrenched producer deflation put more margin pressure on businesses in the face of subdued domestic demand and lingering global trade uncertainty. China's economy slowed less than expected in the second quarter in a show of resilience to U.S. tariffs. But punishing price wars among producers have prompted Beijing to pledge tougher regulations for autos and solar panels, among other industries engaged in cutthroat competition. Profits at China's industrial firms fell 4.3% in June from a year earlier, following a decline of 9.1% in May, while first-half profits were down 1.8% versus a slide of 1.1% slide in the period from January to May, National Bureau of Statistics data showed. Factory-gate deflation deepened last month to its worst in almost two years, as softening domestic demand worsened overcapacity woes. State-owned automakers Guangzhou Automobile Group ( opens new tab and JAC Group ( opens new tab expect to post their biggest ever second-quarter losses next month. China's leaders pledged this month to ramp up efforts to regulate aggressive price-cutting, fuelling expectations that a fresh round of industrial capacity cuts might be approaching. But analysts say this round of supply-side reforms will not pull China out of deflation as quickly as a decade ago, citing challenges such as job losses. State-owned firms recorded a 7.6% decline in profits in the first half. Private-sector companies reported a rise of 1.7% while foreign firms logged a 2.5% gain, the data showed. Industrial profit numbers cover firms with annual revenue of at least 20 million yuan ($2.8 million) from their main operations. ($1=7.1561 Chinese yuan renminbi)
Yahoo
5 days ago
- Automotive
- Yahoo
Why Pony AI Stock Surged More Than 7% Higher Today
Key Points It has launched a pilot program in Beijing. A number of cars made by Beijing Automotive Industry Corp. and powered by its technology will be tested on the streets of the city. 10 stocks we like better than Pony Ai › Autonomous driving technology specialist Pony AI (NASDAQ: PONY) had a fine Wednesday on the stock exchange, following news of the launch of an important pilot project in its native China. With that, investors turbocharged the stock, sending it more than 7% higher in value. That was more than good enough to top the 0.8% rise of the bellwether S&P 500 index. Big news in Beijing That morning, Pony AI reported that vehicles powered by its self-driving technology and manufactured by Beijing Automotive Industry Corp. (BAIC) have begun road testing in Beijing. The seventh-generation BAIC robotaxis will be put through their paces in the capital city's specialized High-Level Autonomous Driving Demonstration Zone. In the press release touting the news, Pony AI didn't hesitate to point out that with the launch, the current generation of BAIC robotaxis and similar vehicles equipped with the company's technology from Guangzhou Automobile Group are being live-tested in Guangzhou, Shenzen, and Beijing. In the company's words, "This multi-city road testing rollout highlights the stability and adaptability of Pony AI's autonomous driving system across various vehicle platforms and urban environments." A 1,000-car goal Pony AI added that the rollout is pushing it closer to its ultimate goal of expanding its autonomous fleet to 1,000 automobiles by the end of this year. With that, it'll have a solid foundation for a large-scale commercial launch in the future, likely within a short space of time. Pony AI is a speculative investment at present, but given the eagerness with which the ever-influential Chinese authorities have embraced modern transportation solutions, I'd give the company a good chance to succeed. This is certainly a stock to watch. Should you buy stock in Pony Ai right now? Before you buy stock in Pony Ai, consider this: The Motley Fool Stock Advisor analyst team just identified what they believe are the for investors to buy now… and Pony Ai wasn't one of them. The 10 stocks that made the cut could produce monster returns in the coming years. Consider when Netflix made this list on December 17, 2004... if you invested $1,000 at the time of our recommendation, you'd have $641,800!* Or when Nvidia made this list on April 15, 2005... if you invested $1,000 at the time of our recommendation, you'd have $1,023,813!* Now, it's worth noting Stock Advisor's total average return is 1,034% — a market-crushing outperformance compared to 180% for the S&P 500. Don't miss out on the latest top 10 list, available when you join Stock Advisor. See the 10 stocks » *Stock Advisor returns as of July 21, 2025 Eric Volkman has no position in any of the stocks mentioned. The Motley Fool has no position in any of the stocks mentioned. The Motley Fool has a disclosure policy. Why Pony AI Stock Surged More Than 7% Higher Today was originally published by The Motley Fool Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Nikkei Asia
18-07-2025
- Automotive
- Nikkei Asia
Chinese carmaker GAC eyes 2026 electric vehicle launch in UK
GAC formed a joint venture with an automotive subsidiary of Abdul Latif Jameel. (GAC's official WeChat account) SHIZUKA TANABE GUANGZHOU -- Guangzhou Automobile Group (GAC) will debut electric vehicles in early 2026, the Chinese state-owned automaker announced Wednesday. GAC has signed a contract to create a joint venture with a Saudi company to handle U.K. sales, which will add thrust to its progress toward its planned goal of entering all European markets by 2028.
Yahoo
10-07-2025
- Automotive
- Yahoo
Pony AI's Gen-7 Robotaxi enters mass production
Pony AI has commenced the mass production of its seventh-generation (Gen-7) Robotaxi, propelling the company towards its target of a 1,000-vehicle fleet by the end of the year. In April, the company revealed its Gen-7 autonomous driving system at the Shanghai Auto Show and has since initiated 'mass production' of the Guangzhou Automobile Group (GAC) in June, and Beijing Automotive Industry Corporation (BAIC) Gen-7 Robotaxi models in July. Following the commencement of mass production, Pony AI also started road testing in Guangzhou and Shenzhen, moving from laboratory and closed-track testing to real-world traffic scenarios. The Gen-7 system features a platform-based design for quick adaptation across different vehicle models and is said to be the first in the world to leverage 100% automotive-grade components. It is claimed to reduce bill-of-materials expenses for the autonomous driving kit by 70% as compared to the earlier generation. Established in 2016, Pony AI operates in China, East Asia, the Middle East, and Europe. Utilising its vehicle-agnostic virtual driver technology, which merges the software, hardware, and services, the company is said to be forging a commercially viable business model. This model facilitates the mass production as well as the deployment of vehicles for various transportation needs. In a move to expand its global footprint, Pony AI partnered with Dubai's Roads and Transport Authority in May 2025, aiming to introduce the advanced robotaxi fleet to the Middle Eastern region. In April, joined forces with Tencent Cloud and Smart Industries Group, the cloud business division of Tencent Holding, to progress autonomous driving technology. "Pony AI's Gen-7 Robotaxi enters mass production" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
The Advertiser
20-06-2025
- Automotive
- The Advertiser
2025 GAC GS8 review
Among the horde of Chinese brands set to storm the Australian market this year is GAC (Guangzhou Automobile Group), which has lofty ambitions of being a top 10 player locally by 2030. A key model that's likely to figure in the brand's initial lineup is the GAC GS8 large SUV, which would take the fight to other car-based seven-seat wagons such as the Toyota Kluger, Hyundai Palisade and Nissan Pathfinder. Looking somewhat like a shrunken Cadillac Escalade, the G8 measures 4980mm long, 1950mm wide and 1780mm tall, which makes it a fraction larger than the Kluger in all dimensions. Despite its girth (the full-spec 4WD model we tested weighs 2030kg), the only powertrain offered in the GS8 is a 2.0-litre four-cylinder turbo-petrol engine that ekes out 182kW of power and 400Nm of torque, with drive sent to all four wheels via an eight-speed automatic transmission. And, although it's underpinned by a monocoque chassis (rather than a rugged ladder frame), the GS8 has Sand, Mud and Snow drive modes, so it has at least on-paper all-terrain capabilities. However, the fact it comes equipped with road-biased 50-series tyres wrapped around 20-inch rims is a pointer to the fact it's conceived more as an urban warrior than an off-road demon. We tested the GAC GS8 in the United Arab Emirates, where the entry-level front-wheel-drive variant is priced from AED149,900 (A$66,725). Our test vehicle was the 4WD GX range-topper, which is priced from AED169,900 (A$75,627), with the added spend bringing a swag of mod-cons and safety kit as standard. If these prices were to be reflected in the Australian market, it would position the GS8 lineball with the Toyota Kluger, Hyundai Palisade, Nissan Pathfinder, et al. The challenge for the GAC GS8 is that it would be entering the market as a new brand and nameplate, whereas the rivals mentioned above are long-established entities. However, in the GAC's favour would likely be a more generous standard kit list (if the local-spec GS8 will be similarly equipped to the UAE version), and it's possible the local GAC beancounters would sharpen their pricing pens to entice buyers to the brand. The GAC GS8 isn't short on mod-cons, bells and whistles, but it's slightly let down by trim materials that are on the 'el-cheapo' end of the scale. The centrepiece of the range-topping GS8 GX's cabin is an expansive 14.6-inch infotainment system, while facing the driver is a 7.0-inch digitised instrument cluster. Both interfaces are clearly laid out and generally intuitive to use. A head-up display enables you to keep your eyes glued to the road, while the ultra-high-resolution surround-view display makes slotting into tight parking spots a breeze. Other standard goodies include a wireless charging pad, three-zone climate control, a panoramic sunroof, and multi-color intelligent ambient lighting which pulses in tandem with the infotainment system. Ten-way power adjustment for the driver's seat means you can easily conjure up a comfortable position behind the wheel, while the relatively large and upright glasshouse makes for good visibility in all directions. Occupants of the first- and second-row seats have little to complain about, but the pair of third-row pews are of the kiddies-only variety as even simply accessing these is an exercise in calisthenics. As alluded to earlier, cabin ambience is generally okay, but it's let down by a cheap feel as the leather/leatherette seat upholstery and hard plastic trim on the doors and centre console are evidence of cost-saving. The shortfall in interior aesthetic appeal is all the more notable as, in recent years, several Chinese brands have significantly raised the bar in this department. Considering it's a large three-row SUV that measures a smidgeon under 5.0 metres long and 2.0m wide, one might have expected a V6 to be the default powertrain in the GAC GS8. However, the only engine on offer is a 2.0-litre four-cylinder turbo-petrol mill that ekes out 182kW at 5200rpm and 400Nm over 1750-4000rpm – modest outputs for a chariot that weighs over two tonnes, and it translates to leisurely performance in the cut-and-thrust of traffic. The Aisin eight-speed auto through which drive is channelled is a smooth-shifting unit, but the calibration errs towards early upshifts in the chase for better fuel economy, further sapping performance. Extracting anything resembling lively acceleration requires you to stand on the throttle, thereby prompting the transmission to downshift, but the ensuing sharp rise in revs compromises refinement as the decibel level escalates. The drivetrain would likely be just fine in a smaller and lighter vehicle, but it feels a bit undernourished to be hauling around a full-size SUV. Although the GAC GS8 falls slightly short in terms of its powertrain and cabin ambience, the rest of the package is pretty good. Underpinned by GAC's GPMA-L modular platform, the GS8 features a MacPherson suspension setup at the front and a multi-link arrangement at the rear. This hardware delivers ride and refinement levels that are on par with pretty much anything else in the segment. Pootle around in Comfort mode and most road-surface imperfections are comfortably ironed out. Ambient noise is also well suppressed, with only a trace of wind rustle from around A-pillars at highway speeds permeating into the cabin. As for handling dynamics, the big SUV feels a bit roly-poly and flaccid in Comfort mode but switching drive modes to Dynamic yields a sharp contrast. The steering becomes weightier and crisper, the suspension firms up, and throttle/transmission response also sharpens significantly. All told, the GS8 serves up a more sophisticated ride/handling balance than we might have expected, and it can hold its own against other offerings in its segment. As elaborated on earlier, the 2.0-litre motor has its work cut out to haul the 2.0-tonne wagon around, so you need to keep it percolating in the mid to upper ranges of its rev band to extract decent performance. Although the GS8 has Sand, Mud and Snow drive modes, it's more a light-duty all-terrainer than a hardcore dune basher and mud mauler. The fact it's shod with road-biased 50 Series rubber wrapped around 20-inch rims says it all – it's conceived more for urban schlepping than rugged outback adventures. Muddy swamps and towering dunes might be beyond its brief, but moderate off-road terrain – rutted gravel tracks, hard-packed sand, water crossings up to half-a-metre deep, etc – is within its capabilities. Visually, the GS8 certainly has presence, with its Cadillac Escalade-inspired styling setting it apart from the horde. With its large chrome-laden grille, angular headlights and sharp-edged proportions, the GAC won't be mistaken for any of its Japanese/Korean rivals. The GS8's pseudo-American visuals might not be to everyone's tastes but, to my eye, the Chinese SUV gels okay aesthetically and it's bound to at least spark curiosity. On test here is the GAC GS8 GX. 2025 GAC GS8 GX equipment highlights: No crash test results are available for the GAC GS8, although the previous-generation model managed to earn a five-star crash-test rating from C-NCAP (China New Car Assessment Program). We'd expect the current-gen GS8 to also fare well on the safety front, with dual front, side and curtain airbag fitted as standard across the range. The flagship GX supplements this quota with a knee airbag for the driver. Standard safety features include: The GAC GS8 is not without its merits, and it stands up as a credible would-be alternative to the existing seven-seat large SUV offerings priced in the $60-85k bracket. GAC has nailed most of the key criteria with the GS8, and if the mid-cycle update or next-gen model were to address the slightly low-rent interior and undernourished powertrain, the result would be a well-rounded family SUV. But even as it stands, the GS8 is proof the incoming GAC marque has legitimate potential as a mainstream volume brand Down Inside Chinese brand GAC's bold plan to storm Australian sales top 10 Content originally sourced from: Among the horde of Chinese brands set to storm the Australian market this year is GAC (Guangzhou Automobile Group), which has lofty ambitions of being a top 10 player locally by 2030. A key model that's likely to figure in the brand's initial lineup is the GAC GS8 large SUV, which would take the fight to other car-based seven-seat wagons such as the Toyota Kluger, Hyundai Palisade and Nissan Pathfinder. Looking somewhat like a shrunken Cadillac Escalade, the G8 measures 4980mm long, 1950mm wide and 1780mm tall, which makes it a fraction larger than the Kluger in all dimensions. Despite its girth (the full-spec 4WD model we tested weighs 2030kg), the only powertrain offered in the GS8 is a 2.0-litre four-cylinder turbo-petrol engine that ekes out 182kW of power and 400Nm of torque, with drive sent to all four wheels via an eight-speed automatic transmission. And, although it's underpinned by a monocoque chassis (rather than a rugged ladder frame), the GS8 has Sand, Mud and Snow drive modes, so it has at least on-paper all-terrain capabilities. However, the fact it comes equipped with road-biased 50-series tyres wrapped around 20-inch rims is a pointer to the fact it's conceived more as an urban warrior than an off-road demon. We tested the GAC GS8 in the United Arab Emirates, where the entry-level front-wheel-drive variant is priced from AED149,900 (A$66,725). Our test vehicle was the 4WD GX range-topper, which is priced from AED169,900 (A$75,627), with the added spend bringing a swag of mod-cons and safety kit as standard. If these prices were to be reflected in the Australian market, it would position the GS8 lineball with the Toyota Kluger, Hyundai Palisade, Nissan Pathfinder, et al. The challenge for the GAC GS8 is that it would be entering the market as a new brand and nameplate, whereas the rivals mentioned above are long-established entities. However, in the GAC's favour would likely be a more generous standard kit list (if the local-spec GS8 will be similarly equipped to the UAE version), and it's possible the local GAC beancounters would sharpen their pricing pens to entice buyers to the brand. The GAC GS8 isn't short on mod-cons, bells and whistles, but it's slightly let down by trim materials that are on the 'el-cheapo' end of the scale. The centrepiece of the range-topping GS8 GX's cabin is an expansive 14.6-inch infotainment system, while facing the driver is a 7.0-inch digitised instrument cluster. Both interfaces are clearly laid out and generally intuitive to use. A head-up display enables you to keep your eyes glued to the road, while the ultra-high-resolution surround-view display makes slotting into tight parking spots a breeze. Other standard goodies include a wireless charging pad, three-zone climate control, a panoramic sunroof, and multi-color intelligent ambient lighting which pulses in tandem with the infotainment system. Ten-way power adjustment for the driver's seat means you can easily conjure up a comfortable position behind the wheel, while the relatively large and upright glasshouse makes for good visibility in all directions. Occupants of the first- and second-row seats have little to complain about, but the pair of third-row pews are of the kiddies-only variety as even simply accessing these is an exercise in calisthenics. As alluded to earlier, cabin ambience is generally okay, but it's let down by a cheap feel as the leather/leatherette seat upholstery and hard plastic trim on the doors and centre console are evidence of cost-saving. The shortfall in interior aesthetic appeal is all the more notable as, in recent years, several Chinese brands have significantly raised the bar in this department. Considering it's a large three-row SUV that measures a smidgeon under 5.0 metres long and 2.0m wide, one might have expected a V6 to be the default powertrain in the GAC GS8. However, the only engine on offer is a 2.0-litre four-cylinder turbo-petrol mill that ekes out 182kW at 5200rpm and 400Nm over 1750-4000rpm – modest outputs for a chariot that weighs over two tonnes, and it translates to leisurely performance in the cut-and-thrust of traffic. The Aisin eight-speed auto through which drive is channelled is a smooth-shifting unit, but the calibration errs towards early upshifts in the chase for better fuel economy, further sapping performance. Extracting anything resembling lively acceleration requires you to stand on the throttle, thereby prompting the transmission to downshift, but the ensuing sharp rise in revs compromises refinement as the decibel level escalates. The drivetrain would likely be just fine in a smaller and lighter vehicle, but it feels a bit undernourished to be hauling around a full-size SUV. Although the GAC GS8 falls slightly short in terms of its powertrain and cabin ambience, the rest of the package is pretty good. Underpinned by GAC's GPMA-L modular platform, the GS8 features a MacPherson suspension setup at the front and a multi-link arrangement at the rear. This hardware delivers ride and refinement levels that are on par with pretty much anything else in the segment. Pootle around in Comfort mode and most road-surface imperfections are comfortably ironed out. Ambient noise is also well suppressed, with only a trace of wind rustle from around A-pillars at highway speeds permeating into the cabin. As for handling dynamics, the big SUV feels a bit roly-poly and flaccid in Comfort mode but switching drive modes to Dynamic yields a sharp contrast. The steering becomes weightier and crisper, the suspension firms up, and throttle/transmission response also sharpens significantly. All told, the GS8 serves up a more sophisticated ride/handling balance than we might have expected, and it can hold its own against other offerings in its segment. As elaborated on earlier, the 2.0-litre motor has its work cut out to haul the 2.0-tonne wagon around, so you need to keep it percolating in the mid to upper ranges of its rev band to extract decent performance. Although the GS8 has Sand, Mud and Snow drive modes, it's more a light-duty all-terrainer than a hardcore dune basher and mud mauler. The fact it's shod with road-biased 50 Series rubber wrapped around 20-inch rims says it all – it's conceived more for urban schlepping than rugged outback adventures. Muddy swamps and towering dunes might be beyond its brief, but moderate off-road terrain – rutted gravel tracks, hard-packed sand, water crossings up to half-a-metre deep, etc – is within its capabilities. Visually, the GS8 certainly has presence, with its Cadillac Escalade-inspired styling setting it apart from the horde. With its large chrome-laden grille, angular headlights and sharp-edged proportions, the GAC won't be mistaken for any of its Japanese/Korean rivals. The GS8's pseudo-American visuals might not be to everyone's tastes but, to my eye, the Chinese SUV gels okay aesthetically and it's bound to at least spark curiosity. On test here is the GAC GS8 GX. 2025 GAC GS8 GX equipment highlights: No crash test results are available for the GAC GS8, although the previous-generation model managed to earn a five-star crash-test rating from C-NCAP (China New Car Assessment Program). We'd expect the current-gen GS8 to also fare well on the safety front, with dual front, side and curtain airbag fitted as standard across the range. The flagship GX supplements this quota with a knee airbag for the driver. Standard safety features include: The GAC GS8 is not without its merits, and it stands up as a credible would-be alternative to the existing seven-seat large SUV offerings priced in the $60-85k bracket. GAC has nailed most of the key criteria with the GS8, and if the mid-cycle update or next-gen model were to address the slightly low-rent interior and undernourished powertrain, the result would be a well-rounded family SUV. But even as it stands, the GS8 is proof the incoming GAC marque has legitimate potential as a mainstream volume brand Down Inside Chinese brand GAC's bold plan to storm Australian sales top 10 Content originally sourced from: Among the horde of Chinese brands set to storm the Australian market this year is GAC (Guangzhou Automobile Group), which has lofty ambitions of being a top 10 player locally by 2030. A key model that's likely to figure in the brand's initial lineup is the GAC GS8 large SUV, which would take the fight to other car-based seven-seat wagons such as the Toyota Kluger, Hyundai Palisade and Nissan Pathfinder. Looking somewhat like a shrunken Cadillac Escalade, the G8 measures 4980mm long, 1950mm wide and 1780mm tall, which makes it a fraction larger than the Kluger in all dimensions. Despite its girth (the full-spec 4WD model we tested weighs 2030kg), the only powertrain offered in the GS8 is a 2.0-litre four-cylinder turbo-petrol engine that ekes out 182kW of power and 400Nm of torque, with drive sent to all four wheels via an eight-speed automatic transmission. And, although it's underpinned by a monocoque chassis (rather than a rugged ladder frame), the GS8 has Sand, Mud and Snow drive modes, so it has at least on-paper all-terrain capabilities. However, the fact it comes equipped with road-biased 50-series tyres wrapped around 20-inch rims is a pointer to the fact it's conceived more as an urban warrior than an off-road demon. We tested the GAC GS8 in the United Arab Emirates, where the entry-level front-wheel-drive variant is priced from AED149,900 (A$66,725). Our test vehicle was the 4WD GX range-topper, which is priced from AED169,900 (A$75,627), with the added spend bringing a swag of mod-cons and safety kit as standard. If these prices were to be reflected in the Australian market, it would position the GS8 lineball with the Toyota Kluger, Hyundai Palisade, Nissan Pathfinder, et al. The challenge for the GAC GS8 is that it would be entering the market as a new brand and nameplate, whereas the rivals mentioned above are long-established entities. However, in the GAC's favour would likely be a more generous standard kit list (if the local-spec GS8 will be similarly equipped to the UAE version), and it's possible the local GAC beancounters would sharpen their pricing pens to entice buyers to the brand. The GAC GS8 isn't short on mod-cons, bells and whistles, but it's slightly let down by trim materials that are on the 'el-cheapo' end of the scale. The centrepiece of the range-topping GS8 GX's cabin is an expansive 14.6-inch infotainment system, while facing the driver is a 7.0-inch digitised instrument cluster. Both interfaces are clearly laid out and generally intuitive to use. A head-up display enables you to keep your eyes glued to the road, while the ultra-high-resolution surround-view display makes slotting into tight parking spots a breeze. Other standard goodies include a wireless charging pad, three-zone climate control, a panoramic sunroof, and multi-color intelligent ambient lighting which pulses in tandem with the infotainment system. Ten-way power adjustment for the driver's seat means you can easily conjure up a comfortable position behind the wheel, while the relatively large and upright glasshouse makes for good visibility in all directions. Occupants of the first- and second-row seats have little to complain about, but the pair of third-row pews are of the kiddies-only variety as even simply accessing these is an exercise in calisthenics. As alluded to earlier, cabin ambience is generally okay, but it's let down by a cheap feel as the leather/leatherette seat upholstery and hard plastic trim on the doors and centre console are evidence of cost-saving. The shortfall in interior aesthetic appeal is all the more notable as, in recent years, several Chinese brands have significantly raised the bar in this department. Considering it's a large three-row SUV that measures a smidgeon under 5.0 metres long and 2.0m wide, one might have expected a V6 to be the default powertrain in the GAC GS8. However, the only engine on offer is a 2.0-litre four-cylinder turbo-petrol mill that ekes out 182kW at 5200rpm and 400Nm over 1750-4000rpm – modest outputs for a chariot that weighs over two tonnes, and it translates to leisurely performance in the cut-and-thrust of traffic. The Aisin eight-speed auto through which drive is channelled is a smooth-shifting unit, but the calibration errs towards early upshifts in the chase for better fuel economy, further sapping performance. Extracting anything resembling lively acceleration requires you to stand on the throttle, thereby prompting the transmission to downshift, but the ensuing sharp rise in revs compromises refinement as the decibel level escalates. The drivetrain would likely be just fine in a smaller and lighter vehicle, but it feels a bit undernourished to be hauling around a full-size SUV. Although the GAC GS8 falls slightly short in terms of its powertrain and cabin ambience, the rest of the package is pretty good. Underpinned by GAC's GPMA-L modular platform, the GS8 features a MacPherson suspension setup at the front and a multi-link arrangement at the rear. This hardware delivers ride and refinement levels that are on par with pretty much anything else in the segment. Pootle around in Comfort mode and most road-surface imperfections are comfortably ironed out. Ambient noise is also well suppressed, with only a trace of wind rustle from around A-pillars at highway speeds permeating into the cabin. As for handling dynamics, the big SUV feels a bit roly-poly and flaccid in Comfort mode but switching drive modes to Dynamic yields a sharp contrast. The steering becomes weightier and crisper, the suspension firms up, and throttle/transmission response also sharpens significantly. All told, the GS8 serves up a more sophisticated ride/handling balance than we might have expected, and it can hold its own against other offerings in its segment. As elaborated on earlier, the 2.0-litre motor has its work cut out to haul the 2.0-tonne wagon around, so you need to keep it percolating in the mid to upper ranges of its rev band to extract decent performance. Although the GS8 has Sand, Mud and Snow drive modes, it's more a light-duty all-terrainer than a hardcore dune basher and mud mauler. The fact it's shod with road-biased 50 Series rubber wrapped around 20-inch rims says it all – it's conceived more for urban schlepping than rugged outback adventures. Muddy swamps and towering dunes might be beyond its brief, but moderate off-road terrain – rutted gravel tracks, hard-packed sand, water crossings up to half-a-metre deep, etc – is within its capabilities. Visually, the GS8 certainly has presence, with its Cadillac Escalade-inspired styling setting it apart from the horde. With its large chrome-laden grille, angular headlights and sharp-edged proportions, the GAC won't be mistaken for any of its Japanese/Korean rivals. The GS8's pseudo-American visuals might not be to everyone's tastes but, to my eye, the Chinese SUV gels okay aesthetically and it's bound to at least spark curiosity. On test here is the GAC GS8 GX. 2025 GAC GS8 GX equipment highlights: No crash test results are available for the GAC GS8, although the previous-generation model managed to earn a five-star crash-test rating from C-NCAP (China New Car Assessment Program). We'd expect the current-gen GS8 to also fare well on the safety front, with dual front, side and curtain airbag fitted as standard across the range. The flagship GX supplements this quota with a knee airbag for the driver. Standard safety features include: The GAC GS8 is not without its merits, and it stands up as a credible would-be alternative to the existing seven-seat large SUV offerings priced in the $60-85k bracket. GAC has nailed most of the key criteria with the GS8, and if the mid-cycle update or next-gen model were to address the slightly low-rent interior and undernourished powertrain, the result would be a well-rounded family SUV. But even as it stands, the GS8 is proof the incoming GAC marque has legitimate potential as a mainstream volume brand Down Inside Chinese brand GAC's bold plan to storm Australian sales top 10 Content originally sourced from: Among the horde of Chinese brands set to storm the Australian market this year is GAC (Guangzhou Automobile Group), which has lofty ambitions of being a top 10 player locally by 2030. A key model that's likely to figure in the brand's initial lineup is the GAC GS8 large SUV, which would take the fight to other car-based seven-seat wagons such as the Toyota Kluger, Hyundai Palisade and Nissan Pathfinder. Looking somewhat like a shrunken Cadillac Escalade, the G8 measures 4980mm long, 1950mm wide and 1780mm tall, which makes it a fraction larger than the Kluger in all dimensions. Despite its girth (the full-spec 4WD model we tested weighs 2030kg), the only powertrain offered in the GS8 is a 2.0-litre four-cylinder turbo-petrol engine that ekes out 182kW of power and 400Nm of torque, with drive sent to all four wheels via an eight-speed automatic transmission. And, although it's underpinned by a monocoque chassis (rather than a rugged ladder frame), the GS8 has Sand, Mud and Snow drive modes, so it has at least on-paper all-terrain capabilities. However, the fact it comes equipped with road-biased 50-series tyres wrapped around 20-inch rims is a pointer to the fact it's conceived more as an urban warrior than an off-road demon. We tested the GAC GS8 in the United Arab Emirates, where the entry-level front-wheel-drive variant is priced from AED149,900 (A$66,725). Our test vehicle was the 4WD GX range-topper, which is priced from AED169,900 (A$75,627), with the added spend bringing a swag of mod-cons and safety kit as standard. If these prices were to be reflected in the Australian market, it would position the GS8 lineball with the Toyota Kluger, Hyundai Palisade, Nissan Pathfinder, et al. The challenge for the GAC GS8 is that it would be entering the market as a new brand and nameplate, whereas the rivals mentioned above are long-established entities. However, in the GAC's favour would likely be a more generous standard kit list (if the local-spec GS8 will be similarly equipped to the UAE version), and it's possible the local GAC beancounters would sharpen their pricing pens to entice buyers to the brand. The GAC GS8 isn't short on mod-cons, bells and whistles, but it's slightly let down by trim materials that are on the 'el-cheapo' end of the scale. The centrepiece of the range-topping GS8 GX's cabin is an expansive 14.6-inch infotainment system, while facing the driver is a 7.0-inch digitised instrument cluster. Both interfaces are clearly laid out and generally intuitive to use. A head-up display enables you to keep your eyes glued to the road, while the ultra-high-resolution surround-view display makes slotting into tight parking spots a breeze. Other standard goodies include a wireless charging pad, three-zone climate control, a panoramic sunroof, and multi-color intelligent ambient lighting which pulses in tandem with the infotainment system. Ten-way power adjustment for the driver's seat means you can easily conjure up a comfortable position behind the wheel, while the relatively large and upright glasshouse makes for good visibility in all directions. Occupants of the first- and second-row seats have little to complain about, but the pair of third-row pews are of the kiddies-only variety as even simply accessing these is an exercise in calisthenics. As alluded to earlier, cabin ambience is generally okay, but it's let down by a cheap feel as the leather/leatherette seat upholstery and hard plastic trim on the doors and centre console are evidence of cost-saving. The shortfall in interior aesthetic appeal is all the more notable as, in recent years, several Chinese brands have significantly raised the bar in this department. Considering it's a large three-row SUV that measures a smidgeon under 5.0 metres long and 2.0m wide, one might have expected a V6 to be the default powertrain in the GAC GS8. However, the only engine on offer is a 2.0-litre four-cylinder turbo-petrol mill that ekes out 182kW at 5200rpm and 400Nm over 1750-4000rpm – modest outputs for a chariot that weighs over two tonnes, and it translates to leisurely performance in the cut-and-thrust of traffic. The Aisin eight-speed auto through which drive is channelled is a smooth-shifting unit, but the calibration errs towards early upshifts in the chase for better fuel economy, further sapping performance. Extracting anything resembling lively acceleration requires you to stand on the throttle, thereby prompting the transmission to downshift, but the ensuing sharp rise in revs compromises refinement as the decibel level escalates. The drivetrain would likely be just fine in a smaller and lighter vehicle, but it feels a bit undernourished to be hauling around a full-size SUV. Although the GAC GS8 falls slightly short in terms of its powertrain and cabin ambience, the rest of the package is pretty good. Underpinned by GAC's GPMA-L modular platform, the GS8 features a MacPherson suspension setup at the front and a multi-link arrangement at the rear. This hardware delivers ride and refinement levels that are on par with pretty much anything else in the segment. Pootle around in Comfort mode and most road-surface imperfections are comfortably ironed out. Ambient noise is also well suppressed, with only a trace of wind rustle from around A-pillars at highway speeds permeating into the cabin. As for handling dynamics, the big SUV feels a bit roly-poly and flaccid in Comfort mode but switching drive modes to Dynamic yields a sharp contrast. The steering becomes weightier and crisper, the suspension firms up, and throttle/transmission response also sharpens significantly. All told, the GS8 serves up a more sophisticated ride/handling balance than we might have expected, and it can hold its own against other offerings in its segment. As elaborated on earlier, the 2.0-litre motor has its work cut out to haul the 2.0-tonne wagon around, so you need to keep it percolating in the mid to upper ranges of its rev band to extract decent performance. Although the GS8 has Sand, Mud and Snow drive modes, it's more a light-duty all-terrainer than a hardcore dune basher and mud mauler. The fact it's shod with road-biased 50 Series rubber wrapped around 20-inch rims says it all – it's conceived more for urban schlepping than rugged outback adventures. Muddy swamps and towering dunes might be beyond its brief, but moderate off-road terrain – rutted gravel tracks, hard-packed sand, water crossings up to half-a-metre deep, etc – is within its capabilities. Visually, the GS8 certainly has presence, with its Cadillac Escalade-inspired styling setting it apart from the horde. With its large chrome-laden grille, angular headlights and sharp-edged proportions, the GAC won't be mistaken for any of its Japanese/Korean rivals. The GS8's pseudo-American visuals might not be to everyone's tastes but, to my eye, the Chinese SUV gels okay aesthetically and it's bound to at least spark curiosity. On test here is the GAC GS8 GX. 2025 GAC GS8 GX equipment highlights: No crash test results are available for the GAC GS8, although the previous-generation model managed to earn a five-star crash-test rating from C-NCAP (China New Car Assessment Program). We'd expect the current-gen GS8 to also fare well on the safety front, with dual front, side and curtain airbag fitted as standard across the range. The flagship GX supplements this quota with a knee airbag for the driver. Standard safety features include: The GAC GS8 is not without its merits, and it stands up as a credible would-be alternative to the existing seven-seat large SUV offerings priced in the $60-85k bracket. GAC has nailed most of the key criteria with the GS8, and if the mid-cycle update or next-gen model were to address the slightly low-rent interior and undernourished powertrain, the result would be a well-rounded family SUV. But even as it stands, the GS8 is proof the incoming GAC marque has legitimate potential as a mainstream volume brand Down Inside Chinese brand GAC's bold plan to storm Australian sales top 10 Content originally sourced from:
