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The Advertiser
a day ago
- Automotive
- The Advertiser
2026 Hyundai Palisade: V6 and diesel to be axed in favour of four-cylinder and hybrid
Details of the 2026 Hyundai Palisade have been uncovered ahead of second-generation large flagship SUV's scheduled Australian arrival in late 2025. The new Palisade had already been confirmed to bring a hybrid powertrain for the first time – replacing the existing 2.2-litre turbo-diesel four-cylinder – in order to rival the Toyota Kluger, and Hyundai had previously also said a 2.5-litre turbocharged four-cylinder petrol engine was "under study" for Australia. Now Australian government certification documents confirm the next Palisade will offer a full range of front-wheel drive and all-wheel drive options, powered by both hybrid and non-hybrid 2.5-litre turbo-petrol powertrains. CarExpert can save you thousands on a new car. Click here to get a great deal. No other engines are included in the filing, signalling the end of not only diesel power but also the 3.8-litre petrol V6 from the new Palisade lineup. The Australian Design Rule documents also show the next-generation Palisade, codenamed 'LX3', has again been approved in both seven- and eight-seat interior configurations. Hyundai Australia could not share any details on the new Santa Fe's powertrain options or otherwise when contacted by CarExpert. The Palisade HEV (hybrid electric vehicle) has been granted approval in four model grades – seven-seat front-drive and AWD, and eight-seat FWD and AWD. The Palisade HEV is already on sale in the US, where it's offered in both FWD and AWD layouts, both priced $US1000 ($1537) higher than equivalent petrol-powered versions. In Australia, the HEV is expected to be priced similarly to the existing diesel Palisade, which is currently priced from $70,800 before on-road costs, although Hyundai is currently offering drive-away deals on certain variants. The hybrid system comprises the Hyundai group's 2.5-litre turbocharged four-cylinder petrol engine (T-GDI) and six-speed torque-convertor automatic transmission, but adds a single electric motor powered by a 1.65kWh lithium-ion battery. US-market Palisade hybrids are rated at 258hp (245kW) and 339lb-ft (460Nm) of torque, and while these figures cannot be directly carried over to Australian vehicles, our Palisade hybrid should still out-muscle the turbo-diesel's 147kW/440Nm outputs. That will also make it more powerful than the 3.8-litre V6 in the current model, which makes 217kW/355Nm and has official combined fuel consumption figures of between 10.8-11.1L/100km. Based on overseas specs, the Palisade HEV will be marginally thirstier than the diesel, with average consumption of 8.8L/100km against the diesel's 8.6-8.8L/100km. The Palisade's non-hybrid 2.5-litre turbo-petrol four – already seen under the bonnet of the Hyundai Sonata N Line in Australia, where it makes 213kW/422Nm – has also been approved in seven and eight-seat Palisade, in both FWD and AWD forms. ADR documents also confirm the second-generation Palisade will be larger than its predecessor in almost every dimension, growing an additional 65mm to 5060mm in length on a 70mm longer (2970mm) wheelbase. Overseas specs show no change in cargo volume or cabin space between petrol and hybrid versions. The cabin is expected to feature a 12.3-inch digital instrument cluster and a 12.3-inch infotainment touchscreen, plus a more premium look including 'pixel' lighting elements. Further details are expected to be confirmed by Hyundai Australia as the MkII Palisade's Australian arrival – scheduled between October and December this year – draws near. MORE: Everything Hyundai Content originally sourced from: Details of the 2026 Hyundai Palisade have been uncovered ahead of second-generation large flagship SUV's scheduled Australian arrival in late 2025. The new Palisade had already been confirmed to bring a hybrid powertrain for the first time – replacing the existing 2.2-litre turbo-diesel four-cylinder – in order to rival the Toyota Kluger, and Hyundai had previously also said a 2.5-litre turbocharged four-cylinder petrol engine was "under study" for Australia. Now Australian government certification documents confirm the next Palisade will offer a full range of front-wheel drive and all-wheel drive options, powered by both hybrid and non-hybrid 2.5-litre turbo-petrol powertrains. CarExpert can save you thousands on a new car. Click here to get a great deal. No other engines are included in the filing, signalling the end of not only diesel power but also the 3.8-litre petrol V6 from the new Palisade lineup. The Australian Design Rule documents also show the next-generation Palisade, codenamed 'LX3', has again been approved in both seven- and eight-seat interior configurations. Hyundai Australia could not share any details on the new Santa Fe's powertrain options or otherwise when contacted by CarExpert. The Palisade HEV (hybrid electric vehicle) has been granted approval in four model grades – seven-seat front-drive and AWD, and eight-seat FWD and AWD. The Palisade HEV is already on sale in the US, where it's offered in both FWD and AWD layouts, both priced $US1000 ($1537) higher than equivalent petrol-powered versions. In Australia, the HEV is expected to be priced similarly to the existing diesel Palisade, which is currently priced from $70,800 before on-road costs, although Hyundai is currently offering drive-away deals on certain variants. The hybrid system comprises the Hyundai group's 2.5-litre turbocharged four-cylinder petrol engine (T-GDI) and six-speed torque-convertor automatic transmission, but adds a single electric motor powered by a 1.65kWh lithium-ion battery. US-market Palisade hybrids are rated at 258hp (245kW) and 339lb-ft (460Nm) of torque, and while these figures cannot be directly carried over to Australian vehicles, our Palisade hybrid should still out-muscle the turbo-diesel's 147kW/440Nm outputs. That will also make it more powerful than the 3.8-litre V6 in the current model, which makes 217kW/355Nm and has official combined fuel consumption figures of between 10.8-11.1L/100km. Based on overseas specs, the Palisade HEV will be marginally thirstier than the diesel, with average consumption of 8.8L/100km against the diesel's 8.6-8.8L/100km. The Palisade's non-hybrid 2.5-litre turbo-petrol four – already seen under the bonnet of the Hyundai Sonata N Line in Australia, where it makes 213kW/422Nm – has also been approved in seven and eight-seat Palisade, in both FWD and AWD forms. ADR documents also confirm the second-generation Palisade will be larger than its predecessor in almost every dimension, growing an additional 65mm to 5060mm in length on a 70mm longer (2970mm) wheelbase. Overseas specs show no change in cargo volume or cabin space between petrol and hybrid versions. The cabin is expected to feature a 12.3-inch digital instrument cluster and a 12.3-inch infotainment touchscreen, plus a more premium look including 'pixel' lighting elements. Further details are expected to be confirmed by Hyundai Australia as the MkII Palisade's Australian arrival – scheduled between October and December this year – draws near. MORE: Everything Hyundai Content originally sourced from: Details of the 2026 Hyundai Palisade have been uncovered ahead of second-generation large flagship SUV's scheduled Australian arrival in late 2025. The new Palisade had already been confirmed to bring a hybrid powertrain for the first time – replacing the existing 2.2-litre turbo-diesel four-cylinder – in order to rival the Toyota Kluger, and Hyundai had previously also said a 2.5-litre turbocharged four-cylinder petrol engine was "under study" for Australia. Now Australian government certification documents confirm the next Palisade will offer a full range of front-wheel drive and all-wheel drive options, powered by both hybrid and non-hybrid 2.5-litre turbo-petrol powertrains. CarExpert can save you thousands on a new car. Click here to get a great deal. No other engines are included in the filing, signalling the end of not only diesel power but also the 3.8-litre petrol V6 from the new Palisade lineup. The Australian Design Rule documents also show the next-generation Palisade, codenamed 'LX3', has again been approved in both seven- and eight-seat interior configurations. Hyundai Australia could not share any details on the new Santa Fe's powertrain options or otherwise when contacted by CarExpert. The Palisade HEV (hybrid electric vehicle) has been granted approval in four model grades – seven-seat front-drive and AWD, and eight-seat FWD and AWD. The Palisade HEV is already on sale in the US, where it's offered in both FWD and AWD layouts, both priced $US1000 ($1537) higher than equivalent petrol-powered versions. In Australia, the HEV is expected to be priced similarly to the existing diesel Palisade, which is currently priced from $70,800 before on-road costs, although Hyundai is currently offering drive-away deals on certain variants. The hybrid system comprises the Hyundai group's 2.5-litre turbocharged four-cylinder petrol engine (T-GDI) and six-speed torque-convertor automatic transmission, but adds a single electric motor powered by a 1.65kWh lithium-ion battery. US-market Palisade hybrids are rated at 258hp (245kW) and 339lb-ft (460Nm) of torque, and while these figures cannot be directly carried over to Australian vehicles, our Palisade hybrid should still out-muscle the turbo-diesel's 147kW/440Nm outputs. That will also make it more powerful than the 3.8-litre V6 in the current model, which makes 217kW/355Nm and has official combined fuel consumption figures of between 10.8-11.1L/100km. Based on overseas specs, the Palisade HEV will be marginally thirstier than the diesel, with average consumption of 8.8L/100km against the diesel's 8.6-8.8L/100km. The Palisade's non-hybrid 2.5-litre turbo-petrol four – already seen under the bonnet of the Hyundai Sonata N Line in Australia, where it makes 213kW/422Nm – has also been approved in seven and eight-seat Palisade, in both FWD and AWD forms. ADR documents also confirm the second-generation Palisade will be larger than its predecessor in almost every dimension, growing an additional 65mm to 5060mm in length on a 70mm longer (2970mm) wheelbase. Overseas specs show no change in cargo volume or cabin space between petrol and hybrid versions. The cabin is expected to feature a 12.3-inch digital instrument cluster and a 12.3-inch infotainment touchscreen, plus a more premium look including 'pixel' lighting elements. Further details are expected to be confirmed by Hyundai Australia as the MkII Palisade's Australian arrival – scheduled between October and December this year – draws near. MORE: Everything Hyundai Content originally sourced from: Details of the 2026 Hyundai Palisade have been uncovered ahead of second-generation large flagship SUV's scheduled Australian arrival in late 2025. The new Palisade had already been confirmed to bring a hybrid powertrain for the first time – replacing the existing 2.2-litre turbo-diesel four-cylinder – in order to rival the Toyota Kluger, and Hyundai had previously also said a 2.5-litre turbocharged four-cylinder petrol engine was "under study" for Australia. Now Australian government certification documents confirm the next Palisade will offer a full range of front-wheel drive and all-wheel drive options, powered by both hybrid and non-hybrid 2.5-litre turbo-petrol powertrains. CarExpert can save you thousands on a new car. Click here to get a great deal. No other engines are included in the filing, signalling the end of not only diesel power but also the 3.8-litre petrol V6 from the new Palisade lineup. The Australian Design Rule documents also show the next-generation Palisade, codenamed 'LX3', has again been approved in both seven- and eight-seat interior configurations. Hyundai Australia could not share any details on the new Santa Fe's powertrain options or otherwise when contacted by CarExpert. The Palisade HEV (hybrid electric vehicle) has been granted approval in four model grades – seven-seat front-drive and AWD, and eight-seat FWD and AWD. The Palisade HEV is already on sale in the US, where it's offered in both FWD and AWD layouts, both priced $US1000 ($1537) higher than equivalent petrol-powered versions. In Australia, the HEV is expected to be priced similarly to the existing diesel Palisade, which is currently priced from $70,800 before on-road costs, although Hyundai is currently offering drive-away deals on certain variants. The hybrid system comprises the Hyundai group's 2.5-litre turbocharged four-cylinder petrol engine (T-GDI) and six-speed torque-convertor automatic transmission, but adds a single electric motor powered by a 1.65kWh lithium-ion battery. US-market Palisade hybrids are rated at 258hp (245kW) and 339lb-ft (460Nm) of torque, and while these figures cannot be directly carried over to Australian vehicles, our Palisade hybrid should still out-muscle the turbo-diesel's 147kW/440Nm outputs. That will also make it more powerful than the 3.8-litre V6 in the current model, which makes 217kW/355Nm and has official combined fuel consumption figures of between 10.8-11.1L/100km. Based on overseas specs, the Palisade HEV will be marginally thirstier than the diesel, with average consumption of 8.8L/100km against the diesel's 8.6-8.8L/100km. The Palisade's non-hybrid 2.5-litre turbo-petrol four – already seen under the bonnet of the Hyundai Sonata N Line in Australia, where it makes 213kW/422Nm – has also been approved in seven and eight-seat Palisade, in both FWD and AWD forms. ADR documents also confirm the second-generation Palisade will be larger than its predecessor in almost every dimension, growing an additional 65mm to 5060mm in length on a 70mm longer (2970mm) wheelbase. Overseas specs show no change in cargo volume or cabin space between petrol and hybrid versions. The cabin is expected to feature a 12.3-inch digital instrument cluster and a 12.3-inch infotainment touchscreen, plus a more premium look including 'pixel' lighting elements. Further details are expected to be confirmed by Hyundai Australia as the MkII Palisade's Australian arrival – scheduled between October and December this year – draws near. MORE: Everything Hyundai Content originally sourced from:
Canberra Times
a day ago
- Automotive
- Canberra Times
2026 Hyundai Palisade: V6 and diesel to be axed in favour of four-cylinder and hybrid
The new Palisade had already been confirmed to bring a hybrid powertrain for the first time – replacing the existing 2.2-litre turbo-diesel four-cylinder – in order to rival the Toyota Kluger, and Hyundai had previously also said a 2.5-litre turbocharged four-cylinder petrol engine was "under study" for Australia.
7NEWS
6 days ago
- Automotive
- 7NEWS
2026 Kia Sorento: Tech updates coming to Australia
The 2026 Kia Sorento has been revealed in Korea, bringing a range of feature enhancements including smarter safety technology. Kia Australia has confirmed the updated large SUV is due to arrive here during the fourth quarter (October to December) of 2025. 'Any potential feature upgrades will be confirmed in due course,' a company spokesperson added. All Korean-market Sorento variants get Lane Following Assist 2 (LFA2) with steering wheel grip detection, which CarExpert understands will also be offered here. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. LFA2 is an upgraded version of Kia's lane-centring system, and now features a hands-on sensor to better detect if you're taking your hands off the wheel and letting the car drive you. Performance of the system is also claimed to have been improved. Other changes for the 2026 Sorento include a new four-spoke steering wheel design, as well as ambient lighting that has been expanded to the front door pockets. There are new 19-inch alloy wheels, while 'touch-type' exterior door handles also feature on some Korean-market Sorentos. So too does Kia Digital Key 2, which utilises near-field communication, Bluetooth and ultra-wideband technology to allow you to use your smartphone like a key fob to lock, unlock and start the vehicle without even taking it out of your pocket. You can also share digital keys with family and friends, with specific access levels. Kia Digital Key 2 has yet to appear on any Australian-market Kias, and sister brand Hyundai has only just introduced this technology with the new Ioniq 9 large electric SUV. Overall, the updates to the Sorento for 2026 are minor – but then the Toyota Kluger rival did receive a substantial mid-life update in 2024. This brought fresh styling inside and out plus a new 12.3-inch multimedia touchscreen running Kia's latest infotainment software, and while powertrains were carried over from the pre-update model, the plug-in hybrid (PHEV) was homologated to newer Euro 6e emissions standards. Kia Australia has indicated both PHEV and regular hybrid versions of the Sorento will be more widely available from later this year. The hybrid and PHEV powertrains are currently exclusive to the flagship GT-Line trim, and have long been supply-constrained. That explains why so far this year, the Sorento Hybrid is being outsold by almost five-to-one by the related Hyundai Santa Fe Hybrid. But the Santa Fe can't match the Sorento – at least not in Australia – in offering a PHEV powertrain. The Sorento is unique in the large mainstream SUV segment in offering petrol, diesel, hybrid and PHEV powertrains. Toyota Kluger (4611) and Mazda CX-80 (2065).
Courier-Mail
07-07-2025
- Automotive
- Courier-Mail
Best budget SUV arrives in Aus
Don't miss out on the headlines from On the Road. Followed categories will be added to My News. MG's latest addition could be one of its most important — and most impressive — to date. The MG QS is a seven-seat SUV with a substantial size to it. It's about the same dimensionally as a Toyota Kluger, and it's aiming at buyers of that three-row family SUV, as well as the Hyundai Santa Fe, Kia Sorento, and others like the LDV D90, Mahindra XUV700 and Chery Tiggo 8 Pro. The pricing pitches this one as not the cheapest, but far from the most expensive in the segment, with a starting introductory price of $46,990 drive-away for the Excite front-wheel drive model, while the Essence all-wheel drive version tested is a $50,990 drive-away option. That's pretty decent buying for a family high-rider with a spec list like this. Standard gear in the range-topper includes 21-inch wheels, heated and cooled front seats, and perforated leather upholstery. There is an optional Stone Beige interior trim that looks awesome, too. 2025 MG QS. Picture: Supplied MORE: Tesla's reign challenged by new Chinese rival That's beyond the expected goodies such as three-zone climate control, a pair of 12.3-inch screens including connected services, sat nav, wireless phone connectivity and mirroring, and more. And seriously, the cabin design is pretty speccy for the cash, with the 256-colour ambient lighting helping to make it feel how you want it to. The 12-speaker Bose sound system in the top-end version helps with that, too. Some of the controls could be better, but you do get used to the screen menus reasonably quickly – and thankfully there is a row of buttons for main climate settings down below the infotainment unit. 2025 MG QS. Picture: Supplied It's comfortable and practical upfront, and the second-row space is easily roomy enough for adults or big teens. There are overhead vents and rear climate settings, and the standard big glass sunroof has a nice effect. Parents of freshies will appreciate there are ISOFIX points in the window seats and three top-tethers, with a 60:40 split bench rear seat offering sliding capability to make it more amenable for full occupancy. There is a nifty one-touch tilt-and-slide seat on the driver's side to allow third-row access, which is easy because the door openings are decent. No third-row child-seat anchor points is about the only cross against this car's cabin, because it has a lot of ticks. So, what about the drive experience? MORE: Tech 'killer': new Ferrari's brutal move 2025 MG QS. Picture: Supplied 2025 MG QS. Picture: Supplied I was surprised how much I liked this thing – in fact, it feels like the most mature and well considered MG product yet, which is saying something. What impresses most is the ride comfort, which is exceptionally good for a car on arch-filling wheels with low-profile tyres. The high-grade version gets an electronically controlled adjustable suspension that helps to iron out little bumps and cosset over larger jolts, which is important in a big car for the crew. It feels pretty easy to drive in urban settings, with a standard surround-view camera system helping out with parking moves, and the steering is predictable if not overly thrilling. And while a 2.0-litre turbo-petrol might seem a little undercooked for a near-two-tonne-when-empty SUV like this, it gets the job done decently. The nine-speed auto helps it feel eager at lower speeds, though I noted some 'hunting' for a correct gear at freeway speed. X SUBSCRIBER ONLY Fuel use is claimed in the 8s, and over a mix of driving during a few days of urban, highway and commuting to the city from out west, I saw 9.8L/100km displayed on the dash. Not too bad! Just be mindful it needs 95RON premium juice, and the tank capacity is 65L. There is a raft of standard active safety technology, some of which may frustrate the enthusiastic driver. The lane keeping is a bit eager, but thankfully the driver monitoring camera is timid. There's speed sign recognition which harps on a bit too much, though it might be handy if you're short on points. Now it is worth noting that you can still get an MG with a 10-year/250,000km warranty if you maintain the car with MG's network, otherwise the brand has wound things back to seven years/unlimited km. Still very good. The MG QS isn't the cheapest, but it is one of the best at the budget end of the seven-seat SUV spectrum. MORE: Australia's in love with Elon again 2025 MG QS. Picture: Supplied 2025 MG QS. Picture: Supplied 4.0 stars MG QS PRICE: $46,990 to $50,990 drive-away (introductory pricing) ENGINE: 2.0-litre turbo petrol four-cyl, nine-speed auto transmission, FWD or AWD OUTPUTS: 153kW/360Nm FUEL USE: 8.4-8.8 litres per 100km claim, 9.8L/100km on test BOOT SPACE: 203 litres third-row up, 517 litres third-row down SPARE: Space-saver Originally published as 2025 MG QS review
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:
