Chery is aiming to be the pick for large families on a budget after announcing sharp pricing for its new Tiggo 8 seven-seater SUV.

The Tiggo 8 is priced from $41,990 drive-away, remaining comfortably under $50,000 for the flagship model that’s $47,990 with all on-road charges included.

The mid-spec Tiggo 8 Elite costs $43,990 drive-away.

Chery’s pricing structure means two of the three Tiggo 8 grades – mid-range Elite and top-spec Ultimate – carry just a $2000 premium over its Tiggo 7 medium SUV despite key advantages including larger size, more powerful turbo-petrol engine, and a pair of extra seats.

The Tiggo 8 Urban is priced $5000 above the Tiggo 7 Urban.

The majority of large SUVs cost in excess of $50,000 before on-road costs are added, though the 4.7-metre Tiggo 8 is on the smaller scale of the segment – similar to the related Skoda Kodiaq and Volkswagen Tiguan Allspace.

There are two cheaper seven-seater SUVs in Australia – LDV’s D90 costs $38,937 drive-away while Mahindra’s XUV700 is even more affordable at $36,990 drive-away.

As though taking a cue from Apple’s iPhone naming conventions, the Tiggo 8 Pro Max will arrive as Chery’s largest and most powerful model, with space for seven and a bigger 2.0-litre turbo petrol engine.

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How big is the Chery Tiggo 8 Pro Max?

At 4722mm long with a 2710mm wheelbase, the Tiggo 8 is 210 / 40mm longer than the two-row Tiggo 7 – which should make it a more compelling option for families with three-or-more children.

In sharing its platform with the 7, the bigger of the Tiggo SUVs will still be among the smaller in Australia’s large-SUV class. The Kia Sorento measures 4180mm long (2815mm wheelbase), while the outgoing first-gen Skoda Kodiaq is shorter at 4697mm (2791mm wheelbase) – although the new second-gen Kodiaq is a touch longer at 4758mm.

Boot space

Boot space in the Chery Tiggo 8 Pro Max is listed at 117 litres (VDA) with all seven seats upright, growing to 479 litres with the third row lowered.

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Powertrain

All Tiggo 8 models are powered by a Euro 6 2.0L turbo petrol four-cylinder engine producing 180kW and 375Nm – up from the smaller Tiggo 7’s 137kW/275Nm 1.6-litre unit.

A seven-speed automatic transmission is standard across the range, joined by the option of either front- or all-wheel drive depending on the variant chosen.

Fuel consumption is rated at 8.1L/100km, with CO2 emissions listed at 191g/km for the Urban and Elite 2WD models.

Features

Three trim grades are offered, with the entry Urban and mid-spec Elite models both configured with front-wheel drive, while the top-shelf Ultimate gains all-wheel drive.

Safety

Full safety specifications are still to come, but the Chery Tiggo 8 Pro Max is currently confirmed to feature “18 kinds of advanced driving assistance functions”, including adaptive cruise control (ACC), autonomous emergency braking (AEB) and lane keeping assistance (LKA) “to mention a few”.

An integrated ‘dashcam’ (officially “driver view recorder”) is also built into the Tiggo 8 Pro Max’s windscreen area.

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Warranty

As with the Tiggo 7 Pro, the Tiggo 8 Pro Max will be backed by Chery’s seven-year / unlimited km warranty, seven-year capped-price servicing and up to seven years of roadside assistance.

Watch for more details to come in the weeks ahead.

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The 2024 BYD Sealion 6 midsize plug-in hybrid SUV has arrived in Australia with the Toyota RAV4 in its sights.

Formerly titled Seal U (it’s still called that in Europe), the Sealion 6 has likely been renamed to avoid confusion with the existing Seal electric sedan and tie it in with the similarly-sized but otherwise unrelated Sea Lion 07 EV unveiled in November 2023.

All versions sold in Australia will be fitted with BYD’s ‘Dual-Motor Intelligent’ (DM-I) petrol-electric plug-in hybrid (PHEV) powertrain, becoming the first non-electric vehicle from the Chinese carmaker. It’ll be joined by the Shark PHEV ute in the coming months.

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The Sealion 6 is a rival to plug-in hybrid Mitsubishi Outlander, Mazda CX-60 and MG HS models, but it’s priced closer to Australia’s top-selling conventional hybrid car, the RAV4.

Priced from $48,990 before on-road costs, the entry-level, front-wheel-drive Sealion 6 Dynamic almost matches the Toyota RAV4 XSE FWD ($48,910), while the top-of-the-range Sealion 6 Premium AWD is available for $52,990 – undercutting the RAV4 Cruiser AWD ($54,410).

A Mitsubishi Outlander PHEV is between $57,290 and $73,790 before on-road costs, while a Mazda CX-60 PHEV is even dearer at between $73,600 and $86,800 plus on-road costs.

The MG HS PHEV – marketed as the HS Plus EV – is cheaper than the BYD Sealion 6 at between $43,690 and $46,690 drive-away, but there is an all-new HS due later this year with price rises likely.

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The 2024 BYD Sealion 6 Dynamic FWD delivers a 160kW/300Nm total system output from a 72kW/135Nm 1.5-litre non-turbo four-cylinder petrol engine and a 145kW/300Nm front-mounted electric motor. It has an 8.5-second 0-100km/h acceleration time.

The 2024 BYD Sealion 6 Premium AWD swaps in a 96kW/220Nm 1.5-litre turbo-petrol, along with a 150kW/300Nm front electric motor and a 120kW/250Nm rear electric motor, for a 238kW/550Nm total system output and a lower 5.9-second 0-100km/h time.

Combined fuel consumption for the Dynamic FWD is 1.1 litres per 100 kilometres and 24 grams of carbon dioxide per kilometre driven, while the Premium AWD is rated at 1.4L/100km and 32g/km.

All versions have an 18.3kWh lithium-iron-phosphate ‘blade’ battery – compared to 20kWh in the Outlander, 17.8kWh in the CX-60 and 16.6kWh in the HS – allowing for a 30 to 80 per cent top-up in 35 minutes on an 18kW DC fast-charger. It also has vehicle-to-load functionality.

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Combined with a 60-litre fuel tank, there is a maximum combined driving range of around 1100 kilometres in ideal conditions – enough to drive from Melbourne to Sydney (and beyond) on one tank.

Measuring 4775mm long, 1890mm wide and 1670mm tall, with a 2765mm wheelbase, the five-seat Sealion 6 is similar in size to the Outlander and CX-60, and slightly larger than the RAV4.

Boot space is rated at 574 litres with the second-row in place or 1440L with the rear seats folded down.

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2024 BYD Sealion 6 pricing

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2024 BYD Sealion 6 features

2024 BYD Sealion 6 Premium features

Lotus Cars Australia has slashed the price of its upcoming Eletre electric SUV by up to nearly $50,000.

The British sports car brand’s first sports utility vehicle and first electric car now starts from $189,990, a reduction of $49,000 on the entry model’s original price.

For the mid-range Eletre S, the price drops by $39,010 to $269,000 and the flagship makes a $35,010 shift downwards to $279,990. All prices are RRPs before on-road charges are added.

Standard equipment has also been increased, with the mid-range Eletre S benefiting most from the changes.

The Eletre S will now receive a glass roof, comfort seat pack (5 seat), and ‘Akoya White’ paint as standard for MY25 cars onwards.

Although standard equipment has generally increased across the 2025 Eletre range, the formerly standard LiDAR hardware has been removed from the standard build for MY25 cars onwards and will now be included within a Highway Assist Pack option.

According to Lotus Cars Australia, Australian consumers placed little value in the inclusion of the LiDAR hardware owing to doubt over the ability to use autonomous driving functions anytime in the near future.

Eletre S and Eletre R production commenced in April with MY24 cars due to ship in May for an expected arrival in Australian towards the end of June 2024. The MY25 price revision will be applied to customer cars already built.

Production of the entry-level Eletre, previously scheduled to commence in 2025, has been brought forward to Q3 2024. Base Eletres ordered now may arrive on Australian shores this year.

Australian customers will soon be able to configure their vehicle and place a refundable reservation deposit to secure a slot in the build queue on the Lotus Cars Australia website (https://www.lotuscars.com/en-AU).

Australia will not be adopting the factory-direct to consumer sales model (aka agency).

Customers who order online will be contacted by their local Lotus retailer, who will help them complete their order and make submission to the factory via Lotus Cars Australia.

More traditional, walk-in showroom based configuration and ordering is still supported across the Australian network of Lotus Retailers (Adelaide, Brisbane, Melbourne, Perth and Sydney).

The Volkswagen Crafter Kampervan is a diesel-powered, all-wheel-drive mega van, with an amazing features list and comfort that promises to make it a great getaway bus for a couple, or a young family.

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JUMP AHEAD

• Pricing and features
• Living with it
• Amenities
• Driving
• Should I put it on my shortlist?

Pricing and features

It would almost be easier to tell you what’s not included in terms of campervan fitout stuff, but let’s cover off some of the important stuff.

You get a toilet, shower, hot and cold water, air-con, a removable TV, picnic set, and a seriously impressive power management system with a dedicated 400Ah house battery, 3000W inverter and 60A DC charger, a 200W solar panel and an additional solar blanket with Anderson plug to juice things up.

All told, VW reckons that’s enough to go off-grid for up to three days if you’re not running the air-con.

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The kitchen area is well fitted out, with a sliding drawer-style fridge for access inside and out, a microwave, two-burner gas cooktop fed by a 9kg bottle at the rear of the van, and a sink with cutting board cover, and a heap of loose item storage under and above the workbench.

Storage is a big consideration in the habitat area, with overhead boxes and a pair of long cupboard areas nearby the bed, while under the fixed sleeping area is a trundle drawer and plenty of additional storage. Under the body of the vehicle at the rear there’s a spare wheel, too.

And the bed itself is a queen-width (but 180cm long) inner-spring mattress, which is different to the first take on the Kampervan-for-Aus theme, which had a configurable seating/sleeping area. This apparently is made to be more comfortable as a permanent option for bedding down.

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Living with it

I spent the night in the Kampervan … and I slept well.

I mean, not as good as those who had the glamping tents and king-size beds as part of the launch, but, still, I was “camping” and “roughing it”, after all.

What was great about the setup is the blockout blinds at the rear of the van and on the side window, which can be left open if you prefer to just have flyscreens zippered. There are shaded or screened windows in the rear quarters, too, which you can open for cross-ventilation. Also offered is a set of window blockouts for the front cabin area, which suction onto the glass.

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Furthermore, there is a pair of fans and positionable reading lights in the back, and charging ports are nearby for your devices.

Plus the diesel heater system, which I needed parked by the chilly shoreline of Phillip Island, worked a treat, with the controller positioned close to the bed, and the outlet pointed out from below the sleeping area and blowing warmth around the cabin. If it’s warmer outside, there’s an air-con system dedicated to the living space.

There’s a bench seat in the back with two seatbelts for additional riders, and it can be used as a dining bench with the removable table in place (and front seats swivelled around). It has two top-tether points to fit kid seats, too.

Plus if you really need to, you can turn that bench into an additional berth for another sleeper by flattening it out and using the driver’s seat base as part of it, but it’s better left for littlies.

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Amenities

Yes, if you need it, there’s a cassette-type toilet system, and a shower in that bathroom zone as well, but it does take up a lot of space in the middle of the van.

I didn’t dare, er, partake in a full-blown test of those elements of this test vehicle – I didn’t want to be the one to christen it.

It has a 120-litre fresh water tank and an 80-litre grey water setup, too.

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Driving

It drives way smaller than it is. At about 6.8 metres long, more than 2.0m wide and more than 2.9m tall, it isn’t going to fit in any underground car parks, but it does shrink around you when you’re on the road. With a GVMass of 4300kg and towing capability up to 2500kg, that’s impressive.

What’s great about it is the diesel powertrain, which offers easy progress and smooth shifts, with a clever logic to the transmission when you’re descending steep hills, using engine braking to take the burden off the brakes a bit.

The steering is excellent, with the same leather-lined steering wheel as a Golf and easy drivability in the bends, so long as you’re mindful of the huge 4490mm wheelbase.

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I drove both the Style grade and the All-Terrain, which gets a different wheel and tyre package and raised suspension, plus underbody protection, and for me, the Style made more sense as it’s easier to clamber in and out of, and has a more settled ride on the road.

However, if you’re heading out into the great unknown, the All-Terrain might make more sense.

Plus the cabin usability is brilliant, with a touchscreen, smartphone mirroring, digital speedo and heaps of storage, and armrests for those longer days on the road.

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Should I put it on my shortlist?

If you can justify it, and if you can secure one, it could well be worth the money. You’re getting a five-year/unlimited kilometre warranty and roadside assistance, and the backing of the VW and Jayco networks nationwide.

The 11th-generation 2024 Honda Accord sedan has arrived in Australia 18 months after it debuted, continuing a legacy that started in 1977 despite dwindling sales in recent years.

An oft-forgotten rival to the Toyota Camry, Mazda 6, Skoda Superb and Hyundai Sonata, the latest Accord is now available in a sole hybrid E:HEV RS variant with the 1.5-litre turbo-petrol option deleted.

It costs $64,900 drive-away – a $3000 increase over the previous Accord VTi-LX Hybrid and far dearer than the medium sedan of choice (the Camry).

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The Accord’s target audience continues to be older buyers and rideshare drivers standing out from the Camry status quo, with otherwise limited sales potential due to continued demand for SUVs and utes in Australia.

How limited? Honda Australia sold just 144 units of the Accord in 2023 – less than the Lamborghini or Bentley line-ups and equivalent to a day’s worth of Ford Ranger or Toyota HiLux sales – and it admits there won’t be much improvement for the new model.

This is despite Toyota selling more than 10,000 units of the Camry – showing demand is still there when a brand ticks the right boxes – while 1528 Mazda 6s, 338 Hyundai Sonatas and 278 Skoda Superbs were also delivered in 2023.

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JUMP AHEAD

• How much is it, and what do you get?
• Where is this model in its lifecycle?
• How do rivals compare on value?
• Interior quality, comfort, space and storage
• Technology in the cabin
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

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The 2024 Honda Accord E:HEV RS continues with a higher-than-usual price for a hybrid medium sedan, now at $64,900 drive-away – up $3000 over its predecessor.

This price includes all on-road costs – as has been the case since Honda’s switch to an agency dealer model in July 2021 – and equipment levels are pretty high, with some highlights shown in the table above.

A full specification run-down is available by clicking here.

While the $65,000 Accord does appear to be loaded with kit, it does lack some features, like heated/ventilated seats, a heated steering wheel, and a spare wheel (it has a tyre repair kit). It also omits the automatic parking feature fitted to the previous Accord.

Honda Australia executives have confirmed no plans for a lower-specced Accord as the car acts as a flagship model for the brand with low sales potential.

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It’s a sensible decision given the shrinking customer demand in this segment – and we’re not product planners crunching the numbers – but could there still be room for a cheaper variant similar to Thailand’s ‘E’ or ‘EL’ in the low-to-mid $50K region?

Toyota Camry Hybrid order holders who have been waiting in the queue for months on end but can’t stump up the extra cash for the Accord RS come to mind here.

We think most people could live without some of the RS niceties, like the 18-inch alloy wheels (go 17-inch, instead), adaptive high beam, panoramic sunroof, Bose audio system, sequential indicators, door handle illumination, auto tilt-down side mirror, dark headliner and rear lip spoiler.

The Accord is available in four monochrome colours, all at no added cost: Platinum white, lunar silver, meteoroid grey and crystal black.

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Where is this model in its lifecycle?

The 11th-generation Accord was unveiled for North America in November 2022. Right-hand drive versions continue to be sourced from Honda’s factory in Thailand, which also builds the CR-V midsize SUV for our market.

Honda Australia attributed the delay between North America and the Asia-Pacific to a separate model lifecycle between the two versions, as the last Accord launched in 2017 but didn’t arrive in the Asia-Pacific until 2019.

Asia-Pacific versions of the new Accord have a unique dashboard with the ‘Experience Selection Dial’ to control some air-conditioning and audio functions, a more prominent ambient lighting strip, and a floating-look digital instrument cluster.

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How do rivals compare on value?

Rivals to the Honda Accord include the Toyota Camry, Mazda 6, Skoda Superb and Lexus ES, or electric alternatives like the Tesla Model 3 and BYD Seal.

The Camry has long been the Accord’s arch-rival, with the soon-to-be-replaced hybrid line-up – currently unavailable to order due to extended wait times – priced between $37,917 and $51,417 before on-road costs.

A price rise is expected for the 9th-gen Camry due in the second half of the year, so the Accord should stack up a little better on value once Toyota’s newest hybrid sedan lands.

For context, a current top-spec SL costs around $8000 less than the Accord in most states when on-road costs are included, but the Accord’s price gap is widened further as most choose the Ascent or Ascent Sport base models.

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If you’re looking for a little more performance, the turbocharged Mazda 6 G35 Atenza sedan costs $52,590 before on-roads. It’s nicer to drive, but high fuel consumption and vintage tech let it down.

There’s also the recently-facelifted Hyundai Sonata N Line to consider for $55,500 before on-roads, or the Skoda Superb 206TSI Sportline liftback for $69,990 drive-away.

(VFACTS lists the Superb in the one-size-up large category, but the Accord is longer – even once the bigger next-generation model lands here in 2025. It’s considerably larger than the Skoda Octavia liftback, despite both vehicles sitting in the medium segment.)

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The Lexus ES300h – the Camry’s premium sibling – is available in Luxury form for $65,540 before on-road costs, but you’d need to look at the $80,170 Sports Luxury to match some of the Accord’s features.

Full-electric cars can be had for the same price as the Accord, with the Tesla Model 3 Rear-Wheel Drive ($58,900 before on-roads; 513km WLTP) and BYD Seal Premium ($58,798 before on-roads; 570km WLTP) logical alternatives for buyers willing to consider making the next step.

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Interior quality, comfort, space and storage

The interior quality of the Accord feels on par with the Mazda 6, and a step above the Camry, with soft-touch materials in the front and rear, and a sturdy door thunk.

Build quality appeared solid in our short time with the Accord, apart from a rattle between the sunroof and overhead storage box.

The seats – clad in black leather upholstery with red stitching – were comfortable and supportive on a two-hour test drive, though they could be a little softer and lack heating or cooling functions.

Both front seats offer eight-way power adjustment, with the driver’s seat adding four-way power lumbar support and two-position memory, and rear occupants can control the passenger side for a chauffeur-like experience.

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There’s a deep centre console storage bin, but the bottom isn’t padded, and there are no dividers, so smaller items like keys or garage door openers can slide around.

A nice touch is Honda’s honeycomb mesh-look air vents, a trend that started with the Civic, which are distinctive and allow for more directional control.

The deep cupholders are large enough to accommodate one-litre bottles, and the twin central holders have teeth to prevent smaller cups from sliding around.

The rear leg and toe room are generous, but headroom is tight for taller occupants due to its panoramic sunroof and sloped roofline. Amenities include manual sunshades, air vents, two seatback pockets, and a fold-down centre armrest with cupholders.

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Boot space

The 2024 Honda Accord has a 570-litre boot capacity, which can be further extended with the rear backrest folded down. There’s no 60:40 split-fold, unlike most of its rivals.

As with the Camry, the Accord’s gooseneck hinges don’t fold into tunnels like a Sonata, leaving the risk of squishing items when the boot is overpacked.

The boot lid is nicely damped, opening from buttons on the rear, key fob or in the cabin, but it is not equipped with electric hinges to remotely close it.

Mini matchup: Boot space

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Technology in the cabin

It’s almost as if Honda has skipped a generation of Accord; such is the abrupt technological leap compared to the previous model.

In-car tech is the centrepiece of the new Accord, headlined by the sizeable infotainment system, Google Built-In services, ‘Experience Selection Dial’, and enhanced Honda Connect telematics with an in-car Telstra 4G/5G SIM card.

The larger 12.3-inch touchscreen – up from 8 inches – runs on Android Automotive with features like Google Assistant, Google Maps, and third-party app downloads from the Play Store.

Google Assistant works with the car’s hardware and is especially handy for making quick, simple changes like adjusting the climate control, setting a new destination, or even remotely controlling your garage door or lights when paired with an account with linked smart home devices.

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Wireless or wired Apple CarPlay or Android Auto remain available, but the built-in technology means you could almost live without it, mainly if you use Google Maps and Spotify or YouTube Music.

You’ll need to use CarPlay or Android Auto for other popular services like Apple Music or Waze since you can’t download them onto the car from the Play Store – but more apps are likely to become available soon.

We found the wireless Apple CarPlay connection and inductive charger to work flawlessly paired to an iPhone 15 Pro, albeit with some audio dropout when passing toll road gantries – as seen in nearly every car with wireless phone mirroring.

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Another highlight is the nifty ‘Experience Selection Dial’ – similar in concept to the ‘Smart Dials’ coming to the new Skoda Superb – which has a circular display with a digital clock as default but provides quick controls for the air-conditioning and driver profiles when turned.

We’d still like to see physical volume and power/tuning knobs retained, as these have moved to the touchscreen without any haptic feedback.

Honda Connect, which is complimentary for the first five years, has been updated for the Accord with a digital key function – requiring its own app, unlike the seamless Tesla or BMW connections – and a remote immobiliser to track the car and prevent the original key from being used if it is stolen.

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In addition, the time to remote start from the Honda Connect app is almost instantaneous, compared to the circa-30-second wait in other models like the Civic Hybrid and CR-V. You can also remote start from the key fob, as before.

Other features in the Accord’s cabin include an expansive 11.5-inch colour head-up display – more than twice the size of the previous version – and 10-colour configurable ambient lighting that provides a cool ambience at night.

Rear-seat passengers are treated to twin USB-C charge ports, while the ambient lighting extends to the rear doors and footwells.

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What is it like to drive?

Press the start/stop button and the Accord quietly comes to life, operating in EV mode (unless it’s a cold morning or hot afternoon or the battery is low) and playing a pedestrian alert sound at low speeds.

You’re unlikely to hear much of the internal combustion engine, with the traction motor doing all the work until the battery needs to be recharged, during strong acceleration, or when driving at higher speeds.

Shared with the CR-V, the Accord’s fourth-generation hybrid system comprises a 108kW/182Nm 2.0-litre Atkinson-cycle naturally-aspirated four-cylinder petrol engine, a lithium-ion battery, and two electric motors – a 135kW/335Nm traction unit and a dedicated generator to charge the battery – now mounted side-by-side.

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Unlike Toyota vehicles, which mostly operate as a parallel-hybrid, or Nissan E-Power vehicles, which only operate as a series-hybrid, the Honda system can work as either a series or parallel hybrid.

The Accord is usually a series-hybrid – the petrol engine doesn’t power the wheels – but a lock-up clutch can allow additional torque from the petrol motor to be directly sent to the wheels at higher speeds, bypassing the generator motor.

While the 135kW (@ 5000-8000rpm) output appears lower than the old 158kW model, Honda says there is a “refined power calculation method”, claiming it would be identical to the old model using the same calculations but now available across a wider rev band. Torque has increased 20Nm to 335Nm (@ 0-2000rpm).

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On the road, the Accord E:HEV is a smooth operator. It’s quiet and refined – even when the petrol engine is running – with a well-calibrated electric continuously variable transmission that mimics traditional gear shifts and little road noise.

Honda has blended a comfortable ride with a confidence-inspiring steering feel with minimal body roll and a clear turn-in, assisted by the grippy Michelin E-Primacy tyres.

There’s a natural-feeling brake feel in town and at higher speeds, with support for six levels of deceleration using the steering wheel-mounted selector paddles, allowing a one-pedal-like driving experience in the strongest setting.

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Four drive modes are available – econ, normal, sport or individual – while it’ll automatically switch between ‘EV’, ‘hybrid’ or ‘charge’ depending on the driving condition.

The econ drive mode will limit throttle response and make the air-conditioning more efficient to reduce fuel consumption, while sport mode improves throttle response to reduce acceleration time and sends an artificial engine sound into the cabin.

We found the low-beam and the adaptive high-beam with active cornering function worked well in suburban areas with satisfactory illumination of the road ahead, though we were unable to test it in darker rural areas.

The latest Accord rides on an updated version of Honda’s Global Architecture, with a longer body at 4971mm – up 70mm – and an unchanged 2830mm wheelbase.

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• What is a Powertrain or Drivetrain?
• Power vs torque
• Car suspension explained
• Automatic transmissions (‘gearboxes’) explained
• Chassis control systems explained
• Car vs Ute vs SUV: How the vehicle you buy should guide the way you drive
• What is the WLTP emissions and range test?

Claimed fuel consumption for the Accord E:HEV RS is 4.3L/100km on the combined cycle, 2.4L/100km in urban conditions, or 5.4L/100km in extra-urban environments.

A fuel top-up revealed our Accord averaged an incredible 3.8L/100km after 230 kilometres of driving on mixed roads (suburban, freeway and rural), while the car’s trip computer indicated 4.1L/100km. We only had our test vehicle for a 24-hour loan, so the result could differ if we drove it for a week or two.

With a 48-litre fuel tank and a 4.3L/100km combined consumption, it has a theoretical driving range of over 1000 kilometres. The Accord can be fuelled with 91RON unleaded, while the Camry Hybrid requires premium juice.

Mini matchup: Fuel consumption

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How safe is it?

Like its predecessor, the 2024 Honda Accord has not been assessed by ANCAP or Euro NCAP.

The Accord did score five stars from ASEAN NCAP (87.44 out of 100 points) and a 2024 Top Safety Pick+ award from the IIHS in the United States. However, both safety organisations operate under different criteria to ANCAP and Euro NCAP.

There is no front-centre airbag, intersection autonomous emergency braking (AEB) detection or driver monitoring camera often seen as features that help to score top marks under ANCAP’s 2023-25 assessment criteria.

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It still has plenty of safety inclusions that would likely earn a respectable score if it were tested by ANCAP, including eight airbags (dual front, side front, knee and full-length curtain), vehicle/pedestrian/cyclist/motorcyclist AEB, lane-keep assist, and a new pop-up bonnet for pedestrian protection.

We found the forward collision warning would react to some vehicles parked to the kerb – particularly where there was a slight curve in the road – though it never attempted to apply the brakes.

The traffic sign recognition – which appears in the head-up display – could not detect some visible speed signs, and it does not seem to fall back on data from the built-in maps when a reading is missed.

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Warranty and running costs

Like other Hondas sold in Australia, the Accord is covered by an industry-standard five-year/unlimited-kilometre warranty.

While Honda’s shift to an agency model with fixed, no-haggle drive-away prices has been controversial, one benefit is five years of capped-price servicing at $199 per visit ($995 in total) – making it one of the lowest in the industry.

Over the same period, a Toyota Camry Hybrid would cost $1275 to service at the dealer, $1975 for a Sonata N Line, at least $2576 for a Mazda 6 G35, $2600 for a Skoda Superb 206TSI with a pre-paid package, and $2975 for a Lexus ES300h.

Maintenance is required every 12 months or 10,000 kilometres, whichever occurs first. This is lower than its mentioned rivals (except the Sonata), which allow 15,000 kilometres between each service – potentially impacting the savings if you average more than 10,000 kilometres each year, as most Australians do.

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VERDICT

Honda’s mature Accord sedan enters its 11th generation still aimed at older buyers or rideshare drivers, but there’s some new-age tech and a fuel-sipping hybrid powertrain to broaden its appeal.

However, it remains let down by its high drive-away price, leaving it out of reach as a competitor for the best-selling versions of the Camry Hybrid – and squaring it up against full-electric alternatives like the Model 3 or Seal available for similar coin.

We’d love to see a more affordable Accord Hybrid in Australia that omits some of the RS’s desirable features, but Honda’s decision to import one variant does make sense, given it’s unlikely to sell more than a dozen units each month.

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With its smooth and efficient hybrid powertrain, up-to-date technology, and strong practicality, the 2024 Honda Accord is worth shortlisting if you’re one of the few people in the market for something that isn’t a ute or SUV.

It’s especially worth considering if you’ve been impatiently waiting for your Camry order to arrive, as the Accord’s low sales volume means there’s every chance a car will become available much sooner.

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So you’re across the Federal Government’s New Vehicle Efficiency Standard (NVES) and the debate, how Australia is the only country in the developed world besides Russia without a fuel efficiency mandate, and how the final proposed legislation was ultimately watered down at the behest of Australia’s new vehicle importers.

But now that it’s set to be enshrined in law, how might the NVES change the local new-car market in real terms? Will the cars you know and love disappear? What might replace them?

From the outset, NVES as it stands will hit the local new-car market like a meteor.

The government has told new vehicle importers that by 2029, just five years from now, the combined annual emissions of their new vehicle fleets must not exceed 58g CO2/km for passenger cars and 110g CO2/km for light commercial vehicles, which include dual-cab utes. The targets will be gradually phased in from January 1, 2025.

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The financial penalties for breaching the caps are eye-watering.

To give a sense of the ambition, in its most efficient four-cylinder guise, the nation’s best-selling vehicle in 2023, the Ford Ranger, emits 189g of CO2/km. The number one selling passenger vehicle in Australia last year, the Toyota RAV4, in its most economical, hybrid two-wheel-drive iteration, produces about 107g/km.

By 2029, Ford and Toyota – and nearly all other importers – will need to figure out how to nearly halve the fuel consumption of vehicles like this. And bear in mind that the RAV4 Hybrid is one of the most efficient passenger SUVs you can currently buy.

The financial penalties for breaching the caps are eye-watering. If your car company falls 50g short of, say, the 117g CO2/km passenger car requirement in 2026, you will be obliged to pay $100 for each excess gram times the amount of models sold.

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If that’s 30,000 cars, you will get a bill for $150 million. That is not chump change.

According to the Motor Trades Association of Australia, some of the importers facing “major changes, high difficulty” meeting the NVES target of 58g CO2/km for passenger vehicles by 2029 are Toyota, Mazda, Ford, Mitsubishi, Subaru, Honda and Nissan. The biggest players, in short.

Over the next five years, these brands will need to offer in Australia more electric vehicles, plug-in-hybrids, hybrids and more efficient internal combustion vehicles or get slogged with fines. They must decide whether to pass on those financial penalties to consumers, and by how much.

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And while considering volumes and margins, they must consider dropping higher-emitting models or raising their prices as well. Or simply a combination of all those things.

Toyota, the brand that stands to be most heavily impacted, has said there are plug-in hybrids coming to Australia between now and 2030. A RAV4 plug-in hybrid is already available in places like the UK – where, not coincidentally, there has been a fuel efficiency standard since 2009.

The real shock to the system for some car companies is how quickly the new emissions rules come into force. “No-one is going to be able to turn anything on magically by the time it’s introduced,” an industry insider told Wheels. “Vehicle plans and emissions requirements are completed well in advance of things like this … it’s hard not to see how the price of most new cars will simply rise”.

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Brands like Isuzu and GMSV have some difficult decisions ahead.

Of course, there are winners too. They are the electric car makers and those with EV-rich product pipelines, such as Hyundai and Volkswagen. Brands such as Tesla and BYD will basically soon be paid not inconsequential figures by the government for coming under the mandated CO2/km limits.

Under a similar arrangement in the United States, Tesla added US$1.79b (A$2.7b) to its bottom line in 2023 alone.

Some pundits have dryly observed that the government has created a scheme to slowly discourage the purchasing of the nation’s most popular models as they are engineered today – diesel dual-cab utes and large SUVs – which are heavy, use a lot of fuel, and create a lot of emissions relative to normal cars.

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But they’re the same vehicles governments of both persuasions have spent the last two decades encouraging Australians to purchase with generous tax concessions.

Wheels understands lobbying continues for a low-volume concession that would exempt importers who sell fewer than 2500 vehicles. Without this, they would presumably simply pass on the sizeable penalties to their (wealthy) customers in the form of price rises. Think brands like Ferrari, Bentley and Lamborghini.

At the end of the day, NVES should theoretically mean less efficient vehicles will become more expensive, and more efficient vehicles less expensive – and the most efficient of all are, predictably, electric vehicles.

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The internal combustion cars you love – whether that’s a turbo-diesel V6 Ford Ranger, a Mercedes-AMG A45 S, or a Toyota GR86 – are going to come under renewed pressure.

A car company will have to work harder to continue offering them (by improving efficiency elsewhere in their range), or simply raise their prices, or both.

Producing electric replacements supposes that they will appeal to owners of the former fossil-fuelled versions – and being powered by explosions has traditionally been a main appeal of performance models.

But certainly, one takeaway from NEVS is this: if you’ve ever wanted that V8 Mustang or a manual Toyota GR86, a Hyundai i30 N, BMW M2 or one of the countless other brilliant internal combustion sports cars available new now, best get yourself down to a showroom tomorrow.

The 2024 GWM Haval H6 Premium, a mid-size SUV, continues to build on its reputation for value and performance. This model is set to maintain its competitive edge in a crowded market with a blend of affordability, features, and reliability.

The Haval H6 Premium remains unchanged in terms of design, offering a consistent and trusted option for buyers seeking a reliable mid-size SUV.

Currently, the Haval H6 is available in several configurations, including a two hybrid options.

Let’s delve into what the top-spec H6 Premium variant offers.

Pricing & Features

Priced at $31,990 drive-away, the H6 Premium serves as the entry-level model in the H6 lineup, offering a wealth of features at an attractive price point.

Under the bonnet, the H6 Premium is powered by a 2.0-litre turbocharged four-cylinder petrol engine delivering 150kW and 320Nm of torque, paired with a seven-speed dual-clutch transmission.

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The vehicle comes equipped with a range of premium features, including LED headlights, 18-inch alloy wheels, and a large sunroof. Inside, you’ll find a 10.25-inch digital instrument cluster and a 12.3-inch central touchscreen with smartphone mirroring, Apple CarPlay and Bluetooth connectivity. Additional amenities include keyless entry with push-button start, dual-zone climate control and a six-speaker audio system.

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Safety

The Haval H6 Premium has received a five-star ANCAP test rating in 2022, covering all its petrol and hybrid variants.

In safety assessments, the SUV scored 90% for adult occupant protection and 88% for child occupant protection.

All models come standard with seven airbags and are equipped with Automatic Emergency Braking (AEB), traffic sign recognition, lane keep assist and rear parking sensors.

Front parking sensors, blind spot monitoring, a 360-degree camera and rear cross-traffic alert are reserved for more expensive variants.

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Key Rivals

The mid-size SUV segment is highly competitive in Australia. Finding key competitors that match the H6’s capabilities is straightforward, including:

• Honda CR-V
• Mazda CX-5
• Toyota RAV4
• MG HS
• Nissan X-Trail

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Should I put it on my shortlist?

The 2024 GWM Haval H6 Premium is an impressive mid-size SUV. It combines affordability, generous space, a smooth driving experience, and a robust set of features.

Besides being reasonably priced, it is also economical to service and maintain. The SUV comes with GWM’s generous seven-year/unlimited-kilometre warranty, offering peace of mind. Despite some minor quirks, the H6 Premium offers exceptional value for money for those who can overlook them.

The third-generation 2025 Mazda CX-5 will have an in-house hybrid powertrain to rival the Toyota RAV4, it has been confirmed.

Mazda made the quiet announcement in its financial results for the fiscal year ending March 31, 2024, stating it would “equip [the] next CX-5 with a Mazda-developed hybrid engine”.

As detailed here, the all-new CX-5 should debut in 2025 based on the front- or all-wheel-drive Small Platform architecture from the latest Mazda 3, CX-30 and CX-50.

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While previous comments from Mazda Australia executives led to speculation that the brand’s next midsize SUV could wear a different name – like CX-40 – it appears the CX-5 name will stick around after all.

“What they’re going to call it, look, that’s going to be a totally different debate and I don’t think even Mazda has made a decision on it,” said Mazda Australia boss Vinesh Bhindi in January 2024.

“But in terms of size, packaging, and value, there is going to be a direct replacement of [the CX-5 midsize SUV] in the future.”

Mazda has partnered with Toyota to develop a hybrid system for the CX-50 following a previous deal for the last-generation Mazda 3 Hybrid in Japan – however, it appears the CX-5 will have its own electrified powertrain.

In China, the CX-50 hybrid receives the Toyota RAV4’s 2.5-litre non-turbo powertrain, electric motor, CVT automatic transmission, and all-wheel drive. An identical setup is expected to appear in North America later this year.

The all-wheel-drive RAV4 Hybrid has a 163kW total system output – compared to 139kW/252Nm for the naturally-aspirated 2.5-litre CX-50 and 186kW/434Nm for the CX-50 2.5-litre turbo.

Mazda Australia has ruled out the off-road-styled CX-50 as it remains limited to left-hand drive markets.

It’s unclear if the forthcoming CX-5 hybrid will be a traditional hybrid like the RAV4 or a plug-in hybrid like the Mitsubishi Outlander and Mazda CX-60.

The current Mazda CX-5 launched in Australia in mid-2017, though it has received several revisions throughout its lifecycle including a turbocharged petrol in 2018, a mid-life facelift in 2022, and minor tech updates almost every year.

VFACTS new-car sales data reveals the Mazda CX-5 is the third-best-selling mid-size internal-combustion SUV in Australia to the end of April with 7125 registrations – down 10.5 per cent compared to 2023 – behind the Toyota RAV4 and Mitsubishi Outlander.

The 2025 Porsche 911 Hybrid is faster than its petrol-powered equivalent, according to the German car maker, as it prepares to pull the covers off the first electrified version of its legendary sports car.

The hybrid 911’s lap time of 7:16.934 around the famed 20.8-kilometre Nurburgring Nordschleife race circuit – with sports car driver Jorg Bergmeister at the wheel – is a significant 7.8 seconds faster than the petrol 911 equivalent, says Porsche.

The swift lap time was achieved with standard road tyres plus an aerodynamic package optional on the current 911, including a fixed rear wing.

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“The new 911 has become considerably faster on the track. We have more grip, significantly more power, and the spontaneous response of the performance hybrid is a great advantage,” said Porsche Model Line 911 and 718 vice president Frank Moser.

The Nordschleife lap was part of an extensive five-million-kilometre global testing program now concluded with the production of the yet-to-be-revealed hybrid model underway.

Stuttgart has confirmed it will unveil the long-awaited hybrid version of its epochal 911 – following hybrid showroom versions of its Panamera grand tourer and its Macan and Cayenne SUVs – on May 28 at 11:00PM AEST, ahead of its arrival in showrooms next year.

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Porsche Australia has not yet confirmed the 911 hybrid for local showrooms – with the hybrid’s official name also set to be announced when it is unveiled.

“For the first time in our icon’s 61-year history, we are installing a hybrid drive system in a roadgoing 911. This innovative performance hybrid makes the 911 even more dynamic,” said Moser.

“We left nothing to chance during development and tested the new 911 under all sorts of conditions all over the world.”

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Expected to be sold in Australia – although Porsche has not confirmed its place in the local line-up – the hybrid 911 is part of a mid-life facelift of the existing 992-generation 911 that has been in showrooms since 2019.

While technical details have not been confirmed, it’s expected to use a four-cylinder non-plug-in hybrid – in the same vein as the three-times Le Mans-winning 919 race car – in a departure from the 911’s traditional flat-six.

The 911 is Porsche’s star model, with a hybrid version confirmed when the current 992 was introduced to showrooms in 2019. While it has offered other hybrid models – and the battery-electric Taycan – it also produced a plug-in hybrid 918 Spyder hypercar between 2013 and 2015.

The carmaker plans for half of its sales to be electric or hybrid in 2025, ahead of a targeted 80 per cent to be battery-electric by 2023.

Following National Road Safety Week, the Australian Government has upgraded the requirements of its Commonwealth Fleet Vehicle Selection Policy.

The policy, which dictates procurement criteria for Commonwealth Government fleet vehicles, now requires vehicles to hold not only a five-star ANCAP safety rating, but also a date-stamp within three years.

Previously, the policy required vehicles to hold a five-star ANCAP safety rating, but allowed a date-stamp of “no older than six years”. The latest update has “Strengthened the Government’s focus on safety for its employees and the broader Australian community.”

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“This is a notable and extremely positive move,” said ANCAP CEO, Carla Hoorweg.

“The test and rating criteria applied by ANCAP to new vehicles sold in Australia increases in breadth and stringency every three years. We do this to encourage vehicle safety improvements so that consumers have access to the safest cars with the latest safety features and technologies.”

The Australian Government fleet consists of more than 10,000 passenger cars and light commercial vehicles. Nationally, government buyers across various jurisdictions purchase a total of 34,500 new vehicles annually.

“This best-practice update to the Commonwealth’s fleet purchasing policy shows clear leadership through action and we encourage other fleets and private consumers to consider adopting the same approach when it comes to shortlisting new vehicles for purchase,” Ms Hoorweg said.

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The Australian Government fleet consists of more than 10,000 passenger cars and light commercial vehicles

In addition to the Australian Government’s policy, each of the state and territory governments, in addition to a broad range of large and small businesses, have five-star fleet vehicle purchasing policies in place.

At present, 58 new vehicles on-sale hold a five-star ANCAP safety rating within three years – either a 2024, 2023 or 2022 date-stamp. 40 of these are Low Emissions Vehicles, which are also prioritised under the Australian Government Fleet Policy.