WhichCar By Wheels

Hyundai Australia remains committed to offering the petrol V6-powered Staria alongside its new hybrid variants, though it admits Australia’s New Vehicle Efficiency Standard (NVES) will increasingly influence how long the six-cylinder people mover remains viable. No longer available in SUVs such as the Santa Fe and Palisade, V6 power is now only available in the Staria in Australia, alongside a four-cylinder turbo-diesel and a new turbocharged four-cylinder hybrid also seen in the Tucson.

Speaking to WhichCar at the launch event for the updated Staria and Staria Load, Hyundai said that current fleet demand continues to justify the petrol V6’s place in the Staria lineup, despite the addition of a more fuel efficient hybrid variant, as well as tightening emissions regulations.

“We still see demand from our fleet partners and are happy to continue offering the V6 Staria for them,” a Hyundai Australia spokesperson said. “Of course, NVES is a factor, and so has some part in the consideration of the variant remaining feasible.”

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In its current form, the 3.5-litre V6 petrol engine in the Staria makes 200kW of power and 331Nm of torque, and is rated at 10.5L/100km on the combined fuel consumption cycle and a heavy 239g/km for CO2 emissions. Because of that, each V6 Staria will be fined $6100 under 2026 NVES rules, which will only increase in the future as the rules get stricter.

By contrast, the new 1.6-litre four-cylinder turbo-petrol hybrid offered only in the top-spec Lounge variant for now, makes almost the same amount grunt as the V6 at 180kW/304Nm, but crucially is rated at just 6.5L/100km for fuel consumption and 147g/km for emissions. Because of the latter figure, its projected NVES fine is much less at $1500, making it much easier for the company to juggle.

Despite the NVES pressure, Hyundai says that there is still clear demand for the V6. At the launch, the company forecasted that it will account for around 40 per cent of Staria MPV sales, making it the top-selling drivetrain. As for the diesel and hybrid, Hyundai predicts an equal 30 per cent remaining share for both drivetrains.

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The new Staria Lounge Hybrid

While Hyundai remains committed to offering a range of powertrains, it admits complying with Australia’s strict new emissions regulations will become increasingly challenging.

“Like most brands with a mix of ICE, hybrid and battery electric vehicles, we are finding NVES a challenge, especially from 2027 onwards,” Hyundai said.

“Our intention is to balance our future model lineup to meet NVES requirements as best as possible and deliver affordable, efficient cars to the market.”

For now, the updated Staria range is now on sale in Australia priced from $54,300 plus on-road costs in petrol, diesel and hybrid forms. Stay tuned for our first drive reviews of both the Staria Lounge and Staria Load, coming soon.

Omoda-Jaecoo Australia has announced local pricing and specifications for the Jaecoo J8 SHS, which will be available from local Jaecoo dealerships towards the end of the month. Currently only available in five-seat form with a 2.0-litre turbo-petrol engine, the new SHS variant introduces both a seven-seat layout and a new 1.5-litre turbo-petrol plug-in hybrid powertrain to the J8 range.

Priced from $59,990 plus on-road costs, the SHS sits atop the local J8 range with the five-seat petrol models priced at $49,990 driveaway and $54,990 driveaway respectively.

Above the petrol models, the J8 SHS adds a 1.5-litre turbo-petrol plug-in hybrid system also used in the Chery Tiggo 9 and Omoda 9, which make combined outputs of 315kW of power and 580Nm. That’s thanks to the tri-motor set up, with two motors at the front and one at the rear. According to Jaecoo, the electric motors produce 75kW/170Nm, 90kW/220Nm and 175kW/310Nm (rear) respectively, in addition to the petrol engine’s 108kW/210Nm outputs.

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Power is drawn from a 34kWh battery, which gives a long NEDC-rated EV-only range of 169km, which can be DC fast charged at up to 70kW. The claimed combined fuel consumption for the J8 SHS is 1.2L/100km, albeit with a full battery.

According to Jaecoo, the J8 SHS can tow up to 1600kg with a braked trailer, which is an increase of 100kg compared to the related Tiggo 9. For cargo capacity, Jaecoo claims 738 litres of space – identical to the petrol J8 – with the third row of seats folded, which drops to 200 litres with the third row in use.

Like all other new Omoda Jaecoo vehicles, the J8 is covered by an eight-year/unlimited kilometre warranty, eight years of capped-price servicing and an eight-year/unlimited-kilometre warranty for the high-voltage battery.

Jaecoo J8 2026 pricing:

Track petrol 5-seat$49,990 driveaway
Ridge petrol 5-seat$54,990 driveaway
Summit SHS 7-seat$59,990 plus on-road costs
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Jaecoo J8 Summit SHS standard features:

The Jaecoo J8 SHS will be available from Omoda-Jaecoo dealerships later this month.

Chery Australia has revealed that new hybrid variants are now available on its C5 small SUV. Formerly available in both petrol and electric forms, the hybrid C5 uses a 1.5-litre turbo-petrol hybrid set up making a keen 165kW total power output, but also rated at a low 4.9L/100km on the combined fuel consumption cycle.

Pricing for the hybrid C5 starts at $31,990 driveaway, or $3000 more than the equivalent petrol C5, and it will arrive in local Chery dealerships later this month. Visually, the hybrid models feature a different alloy wheel design and hybrid badging compared to the petrol C5, but are otherwise identical.

Like the petrol C5, the hybrid uses a 1.5-litre turbocharged four-cylinder petrol engine and then adds an electric motor to the mix for combined total outputs of 165kW/295Nm. The petrol car’s seven-speed dual-clutch transmission has been replaced by a single-speed hybrid transmission, while power is again sent solely to the front wheels.

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On the combined cycle, the C5 hybrid is rated at 4.9L/100km with claimed CO2 emissions of 111g/km, which is 2L/100km and 49g/km less than the petrol C5.

With the introduction of the hybrid models, Chery has confirmed that it’s retiring the petrol Ultimate from the lineup, with remaining stock available for $32,990 driveaway (including run out bonus).

The C5 Hybrid will arrive in dealerships this month and will continue to be backed by Chery’s comprehensive seven-year/unlimited kilometre warranty, eight-year/unlimited-kilometre battery warranty, seven years of capped-price servicing and up to seven years of roadside assistance.

2026 Chery C5 pricing (driveaway):

Urban$28,990
Urban Hybrid$31,990
Ultimate Hybrid$34,990

C5 Urban hybrid standard features:

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C5 Ultimate hybrid model adds to Urban:

Inchcape Australasia, the importer of Peugeot cars in Australia, has announced that it is preparing to cease distribution of the French brand.

The announcement follows Inchcape’s decision to axe the Citroen brand in 2024. Unlike Citroen, however, which was not picked up by another local distributor, Peugeot’s parent company, Stellantis, says the brand will continue in Australia.

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In a statement issued by Inchcape, the distributor said, “As part of Inchcape’s standard approach to portfolio management, we continuously review our partnerships to ensure we have the right portfolio of brands for our business, aligned with our strategic growth objectives.

“As a result, Inchcape Australia and Stellantis have mutually agreed to end their distribution partnership for Peugeot in Australia, with the final date to be confirmed following a transition period. Stellantis has confirmed the Peugeot brand will continue in Australia and will provide updates on its local plans in due course.”

Inchcape’s current Australian new car portfolio includes brands like Subaru, Deepal, and Foton, while the company also manages vehicle logistics firm Autonexus, used car sales channel Bravoauto, along with vehicle retail and finance divisions.

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While the end date for Peugeot distribution has yet to be communicated, the existing dealer network will continue to support retail sales for existing stock, along with warranty, servicing, and spare parts obligations until a changeover is announced.

A Stellantis Australia spokesperson told Whichcar by Wheels, “Peugeot has a strong future in Australia, supported by a robust product pipeline and a clear long-term strategy. We intend to maintain continuity of distribution in Australia and will provide updates as arrangements progress.

“We remain committed to our customers and partners throughout this period and are confident in the brand’s long-term prospects in the Australian market.”

Peugeot 408 Hybrid
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Peugeot’s sales have been in steady decline in Australia, recording 1350 sales to the end of 2025, down from 1896 in 2024, and 2516 in 2023, with lower sales in 2022 of 2087 units, but a higher 2805-unit result in 2021. Year-to-date figures to the end of May 2026, Peugeot has sold 373 cars, a 35 per cent drop from the same time in 2025.

Year to date, Peugeot is ahead of other Stellantis brands like Jeep (296 units), Fiat (131), and Alfa Romeo (116), but trails newcomer brands like Cupra (975), Deepal (594), JAC (402) and Leapmotor (529).

Mitsubishi has looked to its past as it prepares to launch what is shaping up to be one of the Japanese brand’s most important new models. In the latest teaser issued by the brand for the new Pajero off-roader, Mitsubishi has previewed a trio of gauges, inspired by the altimeter and inclinometers fitted to previous Pajero models.

Mitsubishi shows a set of original dials, accompanied by the test “The only vehicle worthy of outdoing the Pajero is the Pajero itself”, before revealing a digital version of the altimeter, pitch, and roll gauges, housed within the new Pajero’s infotainment display.

While later iterations of the Pajero replaced the centrally mounted gauge binnacle with an LCD multi-function display, the feature was a prominent fixture of Pajero models during the ‘80s and ‘90s.

Mitsubishi is keen to emphasise what it refers to as the ‘cross-country’ credentials of the new Pajero.

The company has revealed that the off-road monitoring will be called the Multi Meter display, and feature altitude, compass heading, ambient temperature, vehicle pitch and roll angles, and left-right torque distribution information.

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Like the first- and second-generation Pajero, the newest version is set to ride on a ladder-frame chassis, this time derived from the underpinnings of the Triton ute. Later, the Pajero switched to monocoque construction until the model wrapped production in 2021.

The powertrain for the new model has yet to be revealed, though a version of the 2.4-litre four-cylinder turbo diesel engine from the Triton is likely to be used, along with Mitsubishi’s Super Select four-wheel-drive system, which allows 4×4 to be engaged on paved surfaces, as well as off-road.

Mitsubishi has previously confirmed that “model-specific development of the cabin and front and rear suspension” will be used to differentiate the Pajero from its Triton underpinnings, but hasn’t revealed how extensive those changes will be.

The 2027 Mitsubishi Pajero will make its official global debut in the third quarter of 2026, with the potential for the new model to reach Australian showrooms before the end of the year.

Leapmotor has revealed Australian pricing and specifications for its new B05 electric hatchback, which goes on sale locally at the end of August 2026. Priced from $35,990 driveaway, the B05 will be one of the cheapest electric cars available in Australia upon its release. Two models will be available, each using a 160kW motor mounted at the rear, while two battery sizes will allow for a claimed 482km of range.

At the entry point to the B05 range is the $35,990 driveaway Style, which uses a 56.2kWh LFP battery for a claimed 401km of range (WLTP). Above that sits the $38,990 driveaway Design LR, which uses a larger 67.1kWh LFP battery for a bump in range to 482km (WLTP). DC fast charging at up to 174kW allows for a 30-80 per cent charge time of as little as 16 minutes for the Style and 18 minutes for the Design.

Both variants use a 160kW/240Nm rear-mounted electric motor, allowing for a claimed 0-100km/h sprint time of as little as 6.7 seconds.

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According to Leapmotor, the B05 delivers a 50:50 split weight distribution, and its rear-wheel drive layout “delivers precise handling, improved balance, and a more engaging connection to the road, offering a confident and composed ride across both urban environments and winding roads.”

Measuring 4430mm in length, 1880mm in width and riding on a 2735mm wheelbase, the B05 is only 10mm shorter than a Kia K4 hatchback — itself regarded as one of the largest small hatchbacks — and its 435-litre boot expands to 1205 litres with the rear seats folded. Leapmotor also claims that there are 25 storage departments inside of the B05.

As we’ve previously seen from Leapmotor’s other products, standard equipment levels in the B05 are healthy, with the base Style including 19-inch alloy wheels, LED exterior lighting, NFC and Bluetooth key functionality, automatic climate control, a 14.6-inch touchscreen with over-the-air updates and connected services and a full suite of active safety tech, including a 360-degree camera.

Above the Style, the Design LR adds a panoramic glass roof, rain-sensing automatic wipers, synthetic leather upholstery, heated and electrically adjustable front seats, a heated steering wheel, auto-folding mirrors, a rear centre armrest and a 12-speaker sound system.

Leapmotor B05 pricing (driveaway):

Style$35,990
Design LR$38,990
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Leapmotor B05 Style standard features:

B05 Design LR model adds to Style:

The Leapmotor B05 will go on sale in Australia from late August, with local deliveries due to commence then.

BYD has begun officially teasing a new plus-sized SUV that’s set to become the range-topping model for its Chinese luxury division. Called the Fangchenbao Tai 9, the ultra-luxury three-row SUV is the latest in a range of top-shelf prestige SUVs from Chinese brands, and could make the switch to Denza branding in overseas markets.

BYD already sells the Denza B5 and B8 in Australia, known as the Fangchenbao Bao 5 and Bao 8 in Australia, signalling the potential for the Tai 9 to make the switch to Denza branding in markets outside of China as the Denza B9.

Unlike the body-on-frame off-road platform of the B5 and B8, the Tai 9 is expected to use a more car-like monocoque chassis, prioritising on-road comfort and refinement. This matches the push seen from other brands within BYD, and numerous Chinese rivals, into the premium large SUV market.

The Tai 9 is expected to incorporate BYD’s ultra-fast Flash Charging capability, although it’s not yet clear if the new model will be a pure EV, or available as a plug-in hybrid.

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Image credit: CarNewsChina

The latest generation of BYD’s lidar-based self-driving technology will be available. The Tai 9 is also expected to offer a host of high-end interior appointments like individual second-row seats with heating, cooling, and massage functions, individual rear climate controls, and comfort features designed to take the sting out of long road trips, like rear entertainment packages.

Full dimensions and specifications are yet to be revealed, with an overall length of over 5300mm expected, riding on a 3100mm wheelbase. That makes the Tai 9 longer than a Mercedes-Maybach GLS600 (5208mm/3135mm) and closer in size to the GMC Yukon (5360mm/3071mm).

Denza’s current range-topping model, the B8, measures 5195mm long with a 2920 mm wheelbase, powered by a 2.0-litre turbo-petrol plug-in hybrid system with a combined 425kW output.

A story by CarNewsChina reports that BYD General Manager Xiong Tianbo recently fuelled speculation, reposting a user’s speculative render on the Chinese social media site Weibo.

Century Batteries has extended its partnership with the Australian Road Safety Foundation
(ARSF), strengthening a collaboration that “combines expertise in vehicle safety and road safety
advocacy to help reduce road trauma and promote safer driving practices across Australia.”

Following the ARSF’s role as the official Charity Partner of the 2025 Century Batteries Ipswich
Super 440 race, the partnership will expand significantly in 2026. Century Batteries will support
several of ARSF’s key national awareness campaigns throughout 2026, including Fatality Free
Friday, Rural Road Safety Month, Work Related Road Safety Month and Christmas road safety
initiatives.

According to Century, the collaboration brings together two organisations united by a common belief that safer roads start with safer vehicles.

Through the partnership, Century Batteries and the ARSF will work together to deliver educational
content highlighting the connection between vehicle maintenance and road safety, including the
critical role battery health plays in powering modern vehicle safety systems such as airbags,
emergency braking technology, telematics and hazard lighting.

The organisations will also collaborate on a range of social media, video and public awareness
initiatives designed to encourage motorists to undertake regular vehicle checks.

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Donna Caley, General Manager of the Australian Road Safety Foundation, welcomed the
extended partnership and the opportunity to strengthen road safety messaging through one of
Australia’s most recognised automotive brands.

“Century Batteries shares our commitment to creating safer roads and reducing the impact of road trauma on Australian families and communities,” Ms Caley said. “Together, we can continue to reach a broad audience of motorists with important road safety messages while highlighting the role that vehicle maintenance and preparation play in reducing risk on our roads.

Andrew Bottoms, Marketing Manager – Automotive at Century Batteries, said the partnership
added: “At Century Batteries, we understand that road safety starts long before someone gets behind the wheel,” Mr Bottoms said. “Safe driving behaviours and safe, well-maintained vehicles go hand-in-hand, which is why partnering with the Australian Road Safety Foundation is such a natural fit.

Mazda’s strategy to electrification has been a cautious one. While most of its rivals pushed full-electron ahead with EVs, Mazda dipped its toes in the water with just a single model, the ill-fated MX-30. In production from just 2020 to 2023, the MX-30’s fatal flaw was its absurdly meagre driving range of 224km (WLTP tested) that translated to less than 200km in the real world. Buyers stayed away.

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Now, the Japanese manufacturer has a chance at EV redemption with its all-new Mazda 6e electric sedan, a spiritual, if not actual, successor to the popular Mazda 6 range. But Mazda hasn’t done it alone, enlisting the help of its long-standing Chinese partner, Changan Automobile. The relationship stretches back 21 years, focussing largely on building combustion engines and cars for the Chinese domestic market. Now though, Mazda is tapping into the Chinese conglomerate’s electric vehicle nous. Changan is best known in Australia for its Deepal brand which has been slowly making inroads into our domestic EV market with its S07 SUV and E07 slightly odd ‘Multitruck’, a vehicle the brand describes as having “SUV comfort and ute features”.

But it’s another Deepal that underpins the new Mazda 6e, the L07 electric liftback sedan, currently only available in China and Thailand. But rather than just slapping a Mazda badge on the nose and calling it a day, the Japanese brand has gone to great lengths to ensure the 6e looks and feels like, well, a Mazda.

Built on Changan’s modular EPA1 electric vehicle platform, the Mazda 6e shares much of its underpinnings and technology with its L07 stablemate. And that means a 78kWh lithium iron phosphate (LFP) battery array and a 190kW/290kW electric motor powering the rear wheels. Yes, the Mazda 6e is rear-wheel drive, the first RWD from the brand since 2000’s 929 luxury sedan.

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Utilising Changan’s new energy vehicle technology has helped Mazda keep production costs down, ensuring the 6e is competitively priced against what few rivals it has.

Starting from $49,990 before on-road costs, the entry-level 6e GT is almost five grand cheaper than the base model Tesla Model 3 ($54,900) and exactly $3000 more affordable than the BYD Seal Premium ($52,990) which serves as the new entry-point into the Seal range after Chinese brand’s recent decision to axe the Dynamic from its line-up.

The Mazda trumps the Model 3 in terms of range with its 78kWh battery offering a WLTP-tested 560km. The Model 3 musters 520km (WLTP) although the Seal Premium edges the Mazda – just, and courtesy of its slightly larger 83kWh battery – with its WLTP claim of 570km.

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Where Mazda has made its presence felt is in the design of the 6e. As the 6e’s chief designer, Mazda’s Yoshito Iwauchi, revealed at the Australian launch, only the side windows and some internal switchgear have been carried over from the Deepal L07. Everything else is bespoke to the 6e, although the cabin is a smidge redolent of the Deepal’s, even if Mazda has gone to great lengths to make it its own.

Still, it’s all to good effect, the 6e a handsome liftback sedan from any angle. Yes, the solid grille has been blanked off to improve efficiency, but it’s been thoughtfully designed to look like the grille of a combustion-engined car. It’s a big car too, significantly larger by every measure than its two main rivals from Tesla and BYD. That pays dividends in the cabin where passenger comfort good (but not great) while the overall design and finish exudes Mazda’s typical excellent quality.

That’s true of the $52,990 Mazda 6e Atenza range-topper but also remains true of the GT entry point into the two-model range which wants for little in terms of equipment. Both variants come with healthy standard inclusions, headlined by big tech, quality materials throughout and enough creature comforts to give the feeling of money well spent.

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Slide inside the driver’s seat and the first thing that strikes you is the high seating position, the result of  the 6e’s battery pack living under the floor.

The seats themselves, trimmed in faux leather in GT grades and genuine leather and synthetic suede in Atenza, are comfortable enough but do give the impression you’re sitting on, rather than in, them.

The big 14.6-inch touchscreen is a departure for Mazda which has in the past defied the prevailing trend of large screens. And a total absence of physical dials, buttons and switches is another massive departure for the brand which has now adopted the touchscreen interface for every one of the car’s functions. Windscreen wipers, headlights, mirror adjustment, you name it, it’s buried inside the touchscreen. Ergonomically, that’s a disappointing miss, more so in an era where other manufacturers are starting to bring back physical controls in the face of customer demand.

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Second row comfort is good with plenty of space for long-limbed legs and knees but foot space is impacted by the position of the buckets up front while the standard fit panoramic roof does encroach on head room a little. As glitzy and premium as the 6e’s cabin looks at first glance, it’s let down by its ergonomics.

Boot space isn’t overly competitive for the segment either, Mazda quoting 337 litres with the second row in use and 678 litres to the top of the parcel shelf with the seats folded away. A 72-litre ‘frunk’ under the bonnet brings some compensation.

Mazda has made much of its ambition to ensure the 6e drives like a Mazda with driver engagement and sportiness front and centre.

And certainly, the 6e is no slowpoke, with its 190kW and 290Nm electric motor providing decent acceleration. It moves away briskly from takeoff and there’s enough left in the tank to ensure rolling acceleration feels urgent enough. Sure, there are faster accelerating EVs that shove you deep into the seatback under full throttle. But they’re also a bit unnecessary. The 6e‘s strength lies in its ability to feel much like a regular car to drive.

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Road manners are decent with good bump absorption and body control. The weight of the battery no doubt helps in keeping the sedan tied down to the road, and to good effect.

Some more spirited driving does offer a hint of Mazda‘s driving ambition, the 6e remaining true to its line with body roll kept largely in check. The steering, a touch vague and light on centre, remains precise and accurate when pushing on for some spirited cornering, although could offer a little more feedback. It can feel a little disconnected.

The brakes, too, are let down by vague pedal feel, especially under light pressure where it’s the regenerative system doing the hard yakka. The initial bite point is too light and lacks the ability for the driver modulate pressure. It’s either on or off, and only a firmer press of the pedal brings some tactility once the friction brakes take over the responsibility of hauling the 2015kg (kerb) sedan to a standstill. There are several levels of regeneration – which feeds electrons back into the battery – but no single-pedal driving mode.

Another letdown is the intrusiveness of the Mazda’s many and varied safety and advanced driver assist technologies. And it’s here where the 6e feels and behaves like a car wearing the Made in China sticker. Poorly calibrated, overly sensitive and all too willing to chime and sound warnings, the Mazda’s systems prove more of a hindrance than being helpful. And switching them off – via many prods and swipes on the touchscreen, of course – exacerbates the frustration.

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On the good news side of the ledger, the Mazda 6e proves quite frugal in its energy consumption. Mazda claims the 6e will chew through electrons at the rate of 15.9kWh/100km and while my time behind the wheel at launch couldn’t quite match that figure, an indicated return of 16.3kWh came tantalisingly close, giving a theoretical driving range in real world testing of around 478km, well short of the WLTP’s laboratory-tested 560km.

With DC charging capped at 194kW, the 6e’s battery can be replenished from 10-80 per cent in 24 minutes, while AC charging at 11kW takes around eight hours.

Mazda has made a valiant attempt at imbuing the Deepal L07 with the qualities we’ve come to expect from the storied Japanese brand. However, a handsome exterior and quality interior can’t paper over the shortcomings that seem endemic to a swag of challenger brands from China, the biggest brickbats aimed squarely at poorly executed driving assist systems.

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Which is a bit of a shame because in almost every other respect, the Mazda 6e offers a pleasant, if not thrilling, driving experience. It’s comfortable on the road, and while not the quickest electric sedan in the market, the 6e offers enough to not leave you feeling wanting in the cut-and-thrust of modern traffic. It’s competitively priced too against its main competition and that just might be enough to get EV-curious buyers over the line.

Mazda 6e specs

PriceFrom $49,990 plus ORC
MotorSingle electric motor
Peak power190kW
Peak torque290Nm
TransmissionSingle-speed, RWD
Claimed energy usage15.9kWh/100km
Actual energy usage16.3kWh/100km
Claimed range560km (WLTP)
Battery Capacity78kWh
Maximum AC Charging11kWh
Maximum DC Charging194kWh
Charge time AC8 hours
Charge time DC (10-80%)24 minutes
Dimensions (l/w/h/wb)4921/2003/1485/2895mm
Boot capacity337 litres (rear seats up), 678 litres (rear seats folded), 72 litres (under bonnet)
Kerb weight2015kg
WarrantyFive-year/unlimited km
Service intervals12 months/20,000km
Five-year service cost$1802
On saleNow

It was only revealed in late May, but the controversial new electric Ferrari Luce is already a sell-out – at least, in China. That’s according to CarNewsChina, who has reported that the first 88 units of the Luce earmarked for the Chinese market have already been sold.

Despite all the controversy surrounding the Luce, including former CEO Luca di Montezemolo labelling it as a ‘destruction of a legend’, the Luce has initially proven popular at least in China, where many western car markers like Ferrari are facing reduced marketshare thanks to the rise of Chinese brands, though the Ferrari brand is still seen as a status symbol.

“Status symbols are still in demand in the country, though there has been a gradual shift toward domestic Chinese offerings over the years.” said CarNews China.

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“The Luce indicates there is a viable niche for catering to China’s ultra-rich, who still seek vehicles that embody wealth and exclusivity. Coverage from Chinese media provides insight into this.  Speedsters states that a Luce represents “4 million RMB on wheels,” which instantly signals that the owner belongs to China’s wealthiest 1%.”

Revealed in May, the Luce is the first electric vehicle ever produced by Ferrari, as well as its first ever series production sedan. It uses a massive 122kWh battery that’s designed to be replaced in its lifetime as more advanced battery tech is developed, which can be charged at up to 350kW and provides a WLTP-rated range of 529km.

The battery feeds a quad-motor drivetrain making 772kW of power, which is enough grunt for a claimed 0-100km/h time of just 2.5 seconds and a top speed of 310km/h.

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The design of the Luce was created in collaboration with a Californian design company LoveFrom, which was founded by former Apple design chief Sir Jony Ive and designer Marc Newson. The interior places strong emphasis on physical buttons, rather than touchscreen-heavy interfaces.

In China, the Luce is priced from 3,988,000 yuan (around A$849,000 at current exchange rates), which CarNewsChina reports is a seven per cent discount on pricing announced for markets such as the UK. Australian pricing for the Luce is yet to be announced, but we’re expecting it to land over $1 million before any on-road costs are added.