JAC T9: Chinese ute gets nationwide drive-away deals
Model year 2024 (MY24) examples of the JAC T9 dual-cab ute are now being offered for $39,990 drive-away in base Oasis form and for $43,990 drive-away in top-spec Haven trim.
Western Australian buyers pay an extra $1000 on top of these prices.
The T9 Oasis is usually priced at $45,670 before on-roads, with the Haven ringing up at $48,737 plus on-roads.
Drive-away deals on the JAC T9 are available now. Contact a dealer via CarExpert for the best deal or call our Concierge team on 1300 587 992.
JAC is offering these deals exclusively on MY24 stock, purchased and delivered before August 31, 2025.
The special drive-away pricing isn't being offered to government or rental fleet buyers, or in conjunction with any other offers.
JAC also notes MY24 T9 Oasis (but not Haven) utes get optional metallic paint included.
This latest promotion follows one run in April that offered discounts of $3000 on MY24 stock.
The drive-away deals make the T9 more affordable, though it's still not the cheapest dual-cab ute on the market.
The KGM Musso is currently being offered to private buyers from $38,000 drive-away as part of a runout deal, while remaining MY23 examples of the LDV T60 are being offered from $37,042 drive-away for private buyers.
All JAC T9 utes come standard with a 2.0-litre turbo-diesel four-cylinder engine producing 120kW of power and 410Nm of torque, mated with a ZF-sourced eight-speed automatic transmission and four-wheel drive.
They're backed by a seven-year, unlimited-kilometre warranty and seven years of roadside assistance, while JAC also offers seven years of capped-price servicing.
To the end of May, JAC has delivered 789 T9 utes in Australia this year. That's almost as many as the number of GWM Cannon Alpha (794) utes delivered in the same period, but much less than the T9's more direct rival, the GWM Cannon (1732, plus 1935 of the pre-update GWM Ute), as well as the LDV T60 (1946) and KGM Musso (882).
However, JAC only commenced customer deliveries of the T9 – its first model in Australia – in December 2024.
The fledgling (in Australia) Chinese brand plans to expand its lineup beyond the turbo-diesel T9, with a plug-in hybrid (PHEV) version due in 2026 and further additions to come.
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2026 Mitsubishi ASX engine details revealed ahead of launch
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Visually the differences between the two cars are limited to different grille, bumper treatments, and, of course, badging. The new ASX will be built by Renault in Valladolid, Spain alongside the Captur. Thanks to its European roots, the new model may lose its pricing trump card. While the outgoing ASX was priced from $24,490 to $35,240 before on-road costs, the pre-facelift Renault Captur retailed for $33,000 to $39,500 before on-roads. It will be interesting to see how well the new ASX sells, not only in relation to the old model, but also compared to the Captur, which is due to return to the Australian market later this year. The Captur has always been a small player on the Australian scene, but the Mitsubishi brand is much better known Down Under and the company has a much more extensive dealer network. Mitsubishi is undoubtedly hoping it will be more successful than the last rebadged Renault it sold in Australia: the Renault Trafic-based Express, which debuted in 2020, and was axed by 2022. Aside from the Captur-based ASX, Mitsubishi also sells the Clio-based Colt and Symbioz-based Grandis in Europe. MORE: Explore the Mitsubishi ASX showroom Content originally sourced from: With the next-generation Mitsubishi ASX winding its way through the government approval process, we now know what will power the restyled Renault Captur. Details gleaned from the government approval database reveal the new Renault-built ASX will be available with just one powertrain: a 1.3-litre turbocharged four-cylinder petrol engine making 113kW at 5500rpm, mated to a seven-speed dual-clutch automatic transmission driving the front wheels. It seems as though the new ASX uses the same drivetrain that was available in the pre-facelift Renault Captur. In the European Captur/ASX range, the same engine is sold with a 12V mild-hybrid system, and is rated at 116kW. CarExpert can save you thousands on a new car. Click here to get a great deal. This means the new ASX will miss out, at least initially, on the wide variety of drivetrains available in Europe. These include a clutch of less powerful petrol models, and a 119kW hybrid. In Australia, the second-generation ASX will be launched with three trim levels: LS, Aspire, and Exceed. The base LS rides on 17-inch alloy wheels, while the Aspire and Exceed have larger 18-inch rims. Other specifications for the ASX have yet to be revealed or discovered. In Europe the ASX/Captur is available with a 10.25-inch digital instrument cluster, and a new 10.4-inch portrait-oriented touchscreen infotainment system, which runs Google's automotive operating system, and supports both wired and wireless Apple CarPlay and Android Auto. Thanks to Australian Design Rule 98/00, which mandates specific technical requirements for autonomous emergency braking systems, Mitsubishi was forced axe the first-generation ASX. Launched in 2010, the ASX has garnered strong sales thanks to its value-for-money price. Its replacement is basically a lightly restyled version of the facelifted second-generation Renault Captur. Visually the differences between the two cars are limited to different grille, bumper treatments, and, of course, badging. The new ASX will be built by Renault in Valladolid, Spain alongside the Captur. Thanks to its European roots, the new model may lose its pricing trump card. While the outgoing ASX was priced from $24,490 to $35,240 before on-road costs, the pre-facelift Renault Captur retailed for $33,000 to $39,500 before on-roads. It will be interesting to see how well the new ASX sells, not only in relation to the old model, but also compared to the Captur, which is due to return to the Australian market later this year. The Captur has always been a small player on the Australian scene, but the Mitsubishi brand is much better known Down Under and the company has a much more extensive dealer network. Mitsubishi is undoubtedly hoping it will be more successful than the last rebadged Renault it sold in Australia: the Renault Trafic-based Express, which debuted in 2020, and was axed by 2022. Aside from the Captur-based ASX, Mitsubishi also sells the Clio-based Colt and Symbioz-based Grandis in Europe. MORE: Explore the Mitsubishi ASX showroom Content originally sourced from: With the next-generation Mitsubishi ASX winding its way through the government approval process, we now know what will power the restyled Renault Captur. Details gleaned from the government approval database reveal the new Renault-built ASX will be available with just one powertrain: a 1.3-litre turbocharged four-cylinder petrol engine making 113kW at 5500rpm, mated to a seven-speed dual-clutch automatic transmission driving the front wheels. It seems as though the new ASX uses the same drivetrain that was available in the pre-facelift Renault Captur. In the European Captur/ASX range, the same engine is sold with a 12V mild-hybrid system, and is rated at 116kW. CarExpert can save you thousands on a new car. Click here to get a great deal. This means the new ASX will miss out, at least initially, on the wide variety of drivetrains available in Europe. These include a clutch of less powerful petrol models, and a 119kW hybrid. In Australia, the second-generation ASX will be launched with three trim levels: LS, Aspire, and Exceed. The base LS rides on 17-inch alloy wheels, while the Aspire and Exceed have larger 18-inch rims. Other specifications for the ASX have yet to be revealed or discovered. In Europe the ASX/Captur is available with a 10.25-inch digital instrument cluster, and a new 10.4-inch portrait-oriented touchscreen infotainment system, which runs Google's automotive operating system, and supports both wired and wireless Apple CarPlay and Android Auto. Thanks to Australian Design Rule 98/00, which mandates specific technical requirements for autonomous emergency braking systems, Mitsubishi was forced axe the first-generation ASX. Launched in 2010, the ASX has garnered strong sales thanks to its value-for-money price. Its replacement is basically a lightly restyled version of the facelifted second-generation Renault Captur. Visually the differences between the two cars are limited to different grille, bumper treatments, and, of course, badging. The new ASX will be built by Renault in Valladolid, Spain alongside the Captur. Thanks to its European roots, the new model may lose its pricing trump card. While the outgoing ASX was priced from $24,490 to $35,240 before on-road costs, the pre-facelift Renault Captur retailed for $33,000 to $39,500 before on-roads. It will be interesting to see how well the new ASX sells, not only in relation to the old model, but also compared to the Captur, which is due to return to the Australian market later this year. The Captur has always been a small player on the Australian scene, but the Mitsubishi brand is much better known Down Under and the company has a much more extensive dealer network. Mitsubishi is undoubtedly hoping it will be more successful than the last rebadged Renault it sold in Australia: the Renault Trafic-based Express, which debuted in 2020, and was axed by 2022. Aside from the Captur-based ASX, Mitsubishi also sells the Clio-based Colt and Symbioz-based Grandis in Europe. 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These include a clutch of less powerful petrol models, and a 119kW hybrid. In Australia, the second-generation ASX will be launched with three trim levels: LS, Aspire, and Exceed. The base LS rides on 17-inch alloy wheels, while the Aspire and Exceed have larger 18-inch rims. Other specifications for the ASX have yet to be revealed or discovered. In Europe the ASX/Captur is available with a 10.25-inch digital instrument cluster, and a new 10.4-inch portrait-oriented touchscreen infotainment system, which runs Google's automotive operating system, and supports both wired and wireless Apple CarPlay and Android Auto. Thanks to Australian Design Rule 98/00, which mandates specific technical requirements for autonomous emergency braking systems, Mitsubishi was forced axe the first-generation ASX. Launched in 2010, the ASX has garnered strong sales thanks to its value-for-money price. Its replacement is basically a lightly restyled version of the facelifted second-generation Renault Captur. Visually the differences between the two cars are limited to different grille, bumper treatments, and, of course, badging. The new ASX will be built by Renault in Valladolid, Spain alongside the Captur. Thanks to its European roots, the new model may lose its pricing trump card. While the outgoing ASX was priced from $24,490 to $35,240 before on-road costs, the pre-facelift Renault Captur retailed for $33,000 to $39,500 before on-roads. It will be interesting to see how well the new ASX sells, not only in relation to the old model, but also compared to the Captur, which is due to return to the Australian market later this year. The Captur has always been a small player on the Australian scene, but the Mitsubishi brand is much better known Down Under and the company has a much more extensive dealer network. Mitsubishi is undoubtedly hoping it will be more successful than the last rebadged Renault it sold in Australia: the Renault Trafic-based Express, which debuted in 2020, and was axed by 2022. Aside from the Captur-based ASX, Mitsubishi also sells the Clio-based Colt and Symbioz-based Grandis in Europe. MORE: Explore the Mitsubishi ASX showroom Content originally sourced from:
Perth Now
an hour ago
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2025 Porsche Cayenne review
Remember when people used to scoff at the idea of a Porsche SUV? 2025 Porsche Cayenne Credit: CarExpert Well since its debut way back in 2002, the Porsche Cayenne has become quite the hot commodity. It quickly became the Stuttgart-based marque's most popular model globally, before being dethroned temporarily by the smaller Macan SUV, which continues to be the brand's top-selling in Australia. It's now in its third generation, and like its predecessors it continues to share DNA with the likes of the Audi Q7 and Volkswagen Touareg – in addition to the Bentley Bentayga and Lamborghini Urus. It also still offers V6 and V8 engines, including some plug-in hybrid iterations that not only save fuel but boost performance. While it's no secret that an all-new, all-electric Porsche Cayenne is on the way, the combustion- and hybrid-powered current generation is set to live on alongside its fourth-generation EV counterpart 'up to and beyond 2030'. So, there's still some life yet in this vehicle. On test here is the 2025 Porsche Cayenne E-Hybrid Coupe, which combines the most attainable electrified drivetrain with the sleeker and more expensive 'Coupe' body style that was introduced for the third-generation Cayenne. Compared to the standard 'SUV' or 'wagon' version, it has a sloping rear-end treatment that's more reminiscent of the company's iconic sports cars. Watch: Paul's video review of the Porsche Cayenne S Coupe This base E-Hybrid variant starts at just over $170,000 in Coupe guise, meaning it's hardly entry-level in price positioning. Still, it's less than half the price of the track-ready Turbo GT flagship. Does this plug-in entry variant represent the best way to own Porsche's largest SUV? Or should you opt for one with purely petrol power? Or perhaps wait for the all-electric alternative? The E-Hybrid Coupe forms part of the lower echelon of a sprawling range of Cayenne variants – currently, there are no fewer than 19 distinct trim levels across both the SUV and Coupe body styles for model year 2026 (MY26). 2025 Porsche Cayenne Credit: CarExpert To see how the Porsche Cayenne lines up against the competition, check out our comparison tool The mid-life refresh of the third-generation Cayenne brought much of the Taycan's tech suite to Porsche's combustion-powered range, and I think it works pretty well in the Cayenne. 2025 Porsche Cayenne Credit: CarExpert It's not a complete departure from previous generations, and remains in keeping with a lot of the German brand's sports car range. While it's heavy on digitisation and in-car displays, it's still quite distinctly Porsche. The 12.6-inch digital instrument cluster, for example, retains the option to display Porsche's traditional central tachometer dial – which is replaced by a power meter in this E-Hybrid – flanked by two other virtual dials that can be configured to show everything from a conventional speedometer to navigation and the like. You can also completely throw out the conventional layout for minimised and map-heavy displays, which means new-age Porsche buyers can choose to go either old-school or new-school. For me, that kind of choice is important. A lot of the switchgear has been migrated to either clicky toggles or touch-capacitive shortcuts. While they're all quite tactile, the glossy bank of largely virtual buttons on the centre tunnel is fingerprint central. Same goes for the 12.3-inch central infotainment touchscreen and the optional 10.9-inch passenger-side multimedia display ($2990), which are both nicely integrated into the dashboard but can quickly become covered in fingerprints and smudges. 2025 Porsche Cayenne Credit: CarExpert 2025 Porsche Cayenne Credit: CarExpert 2025 Porsche Cayenne Credit: CarExpert 2025 Porsche Cayenne Credit: CarExpert Ignoring the smudgy surfaces, the Porsche Communication Management (PCM) interface that supports these displays is pretty clean and snappy, if a little less showy than some of the big screens and features available in rivals. The software is generally quick to respond, offering clear graphics with fluid animations. The letterbox aspect ratio means the far-side of the display can require a bit of reach from the driver, and the low-set climate controls do require a glance away from the road if you need to change temperature or activate recirculated air on the move. Wireless Apple CarPlay worked well during our time with the vehicle, and there's also embedded satellite navigation with live traffic updates and routing, as well as DAB+ digital radio should you prefer to use those functions rather than an extension of your smartphone software. One thing I noticed is that the button to activate the optional sports exhaust system is embedded in the touchscreen rather than on the centre console like in previous iterations, which is annoying. I'd also argue the passenger display is more of a redundant gimmick than a must-have option – unless your driving partner insists on streaming videos on regular road trips, for example. 2025 Porsche Cayenne Credit: CarExpert 2025 Porsche Cayenne Credit: CarExpert Comfort up front is very good, thanks to heavily sculpted and supportive sports seats that hug you from every angle, and hark back to the brand's sports cars. Standard electric adjustment means you can easily find the perfect driving position, and standard driver's seat memory presets in the Coupe allows you to save positions for two drivers. Despite the sloping 'coupe' roofline, the more design-focused Porsche Cayenne still has good rear occupant accommodation for families, offering good head and leg room for the six-footers of the world – like 6'1″ me. Porsche has really sculpted out the two outboard rear seats to almost ape the front buckets, so much so that middle rear seat occupants might feel a little short-changed. Unlike its seven-seat Q7 platform mate, the Cayenne remains strictly a five-seater and indeed it's best described as a '4+1' – you can actually delete the centre rear seat if you want. 2025 Porsche Cayenne Credit: CarExpert 2025 Porsche Cayenne Credit: CarExpert To see how the Porsche Cayenne lines up against the competition, check out our comparison tool The Porsche Cayenne E-Hybrid Coupe is powered by a turbocharged 3.0-litre petrol V6-based plug-in hybrid system that now brings a larger 25.9kWh battery pack as part of the mid-life refresh. 2025 Porsche Cayenne Credit: CarExpert To see how the Porsche Cayenne lines up against the competition, check out our comparison tool While a big, hybrid SUV doesn't necessarily sound very Porsche-like, I'm of the belief that the E-Hybrid range of powertrains really suits the Cayenne's intended purpose and demographic. 2025 Porsche Cayenne Credit: CarExpert Pictured: Porsche Cayenne S Coupe The bigger 25.9kWh battery means there's plenty of electric driving range for most daily commuting, though I reckon you'd struggle to match Porsche's EV-only claim of 86km given the vehicle's indicated power consumption often sits around 30-40kWh/100km. Our trip computer-indicated average of 36.4kWh/100km after our time with the Cayenne E-Hybrid Coupe indicates a real-world driving range closer to the 70km mark, and we covered 211 out of 277km on e-power alone. The electric motor's 130kW power output might seem meek in a large SUV that weighs in at 2.5 tonnes, but its almost instantaneously delivered 460Nm of torque offers effortless shove, particularly around town or while navigating traffic jams. It's also wonderfully quiet, although there's the odd shift in lower gears of the eight-speed auto in E-Drive mode that can be a little elastic. 2025 Porsche Cayenne Credit: CarExpert If you punt it hard the 3.0-litre V6 will fire to life and give you the full 346kW and 650Nm, and thanks to the optional sports exhaust on our test car it sounds rather brassy and purposeful when it does. The Cayenne E-Hybrid is too heavy and high off the ground to feel like a 911, but combined with the gorgeous steering tune, which balances excellent feel and directness with mid-level weighting that can be adjusted with the drive modes, it definitely feels like a powerful GT that offers communicative and engaging driver controls. The as-tested optional adaptive air suspension including active damping adds to the layers of adjustability, and also allows you to raise and lower the ride height based on drive mode or personal preference. Even on 21-inch alloys, it rides quite well despite leaning towards more sporting aspirations. Because it's so connected in feel and responsive to inputs, the Cayenne Coupe doesn't feel as big as it looks and actually is. It turns in keenly, controls its weight through corners well, and feels like it's eager to push on in more spirited driving. 2025 Porsche Cayenne Credit: CarExpert At full noise there's immediate torque response from the electric motor, and as the revs climb, the petrol V6 sings a brassy tune. I personally found it quite addictive given the other otherwise silent commuting character of this powertrain. Flicking the rotary mode selector on the steering wheel to Sport and Sport Plus really tightens things up and dials up the intensity to 9 and 11 respectively. Remember, this is basically the same drivetrain used in the Volkswagen Touareg R. That said, you can feel the drivetrain's shove start to taper off as you hit Australia's national highway speed limit, thanks to the combination of its significant mass and the drivetrain's combined outputs arriving in at a narrow band. Keep in mind the petrol engine 'only' makes 224kW on its own. But of course this is merely the entry-level E-Hybrid, and there's no such issue in the Cayenne Turbo E-Hybrid with its truly bonkers 544kW/950Nm twin-turbo V8 plug-in hybrid system – in which 441kW/800Nm comes from the petrol engine alone. 2025 Porsche Cayenne Credit: CarExpert Another aspect of the Cayenne's dialled-in feel from the driver's seat comes with the very well-calibrated driver assistance technologies. Standard adaptive cruise control and lane centring assists allow the Cayenne to take over the heavy lifting during longer highway stints, and to navigate low-speed traffic jams. Blind-spot monitoring and rear cross-traffic alert are helpful given the tapered rear roofline and thick rear pillars, while the surround parking camera helps with tighter manoeuvres in shopping centre car parks, where this SUV will no doubt spend a lot of time. To see how the Porsche Cayenne lines up against the competition, check out our comparison tool Porsche Cars Australia tends to go over and above standard global specifications, and the Cayenne is no different. Below is a list of the local equipment highlights. 2025 Porsche Cayenne Credit: CarExpert 2025 Porsche Cayenne Credit: CarExpert 2025 Porsche Cayenne Credit: CarExpert 2025 Porsche Cayenne Credit: CarExpert 2025 Porsche Cayenne Australian equipment highlights: 20-inch collapsible spare tyre – non-E-Hybrid models 21-inch RS Spyder Design wheels – Cayenne S Coupé and S E-Hybrid Coupé 22-inch 911 Turbo Design wheels – Cayenne Turbo E-Hybrid Coupé Metallic paint – Cayenne S and up Panoramic roof system – Cayenne S SUV and up Porsche Entry – Comfort access Privacy glass Adaptive air suspension incl. PASM – Cayenne S Porsche Dynamic Chassis Control (PDCC) – Cayenne Turbo E-Hybrid Power steering plus Head-Up Display Driver memory package – Cayenne Coupé, Cayenne GTS SUV Front seat ventilation – Cayenne S SUV Side airbags in the rear compartment 4-zone climate control – Cayenne Turbo E-Hybrid, Cayenne Turbo GT Soft close doors – Cayenne GTS and up 14-way Comfort seats including memory package – Cayenne SUV and up, $NCO on other models 18-way Adaptive sport seats including memory package – $NCO on Cayenne Turbo GT Bose Surround Sound System – Cayenne S and Cayenne S E-Hybrid Digital radio To see how the Porsche Cayenne lines up against the competition, check out our comparison tool Being a Porsche, the Cayenne can be optioned and personalised within an inch of its life. 2025 Porsche Cayenne Credit: CarExpert Options fitted to our test vehicle include: Legends paint – Crayon: $7370 21-inch Cayenne Exclusive Design wheels in Black:$8380 Leather interior Black, smooth-finish: $6920 Adaptive sports seats in front – 18-way, electric: $800 SportDesign package painted in Black high-gloss: $9600 Trailer hitch without tow ball: $1970 Tinted HD-Matrix LED headlights: $5720 Tinted LED headlights including light strip: $2000 Decorative stitching in contrasting colour – Crayon: $7250 Accent package in Silvershade: $1140 Porsche crest on headrests: $1000 Seatbelts in Crayon: $1020 Heated GT sports steering wheel: $1140 Bespoke door sill guards in brushed Aluminium in Black – illuminated: $4370 Adaptive air suspension with Porsche Active Suspension Management: $4750 Sports exhaust system incl. sports tailpipes in Silver: $5970 4-zone automatic climate control: $1720 Preparation Porsche Dashcam – front and rear: $250 Passenger display: $2990 Price for optional equipment: $74,360 To see how the Porsche Cayenne lines up against the competition, check out our comparison tool The Porsche Cayenne range doesn't have an ANCAP safety rating, though the pre-facelift range earned a five-star Euro NCAP score based on 2017 testing. 2025 Porsche Cayenne Credit: CarExpert Standard safety features include: Warning and Brake Assist (AEB) Active Parking Assistance Adaptive cruise control incl. stop and go Driver Awareness Detection Emergency Assist Exit warning Lane keep assist incl. centring Lane Change Assist – blind-spot monitor Rear cross-traffic alert Self-steering Park Assist Surround cameras Trailer Maneuvering Support To see how the Porsche Cayenne lines up against the competition, check out our comparison tool Porsche Cars Australia persists with a three year, unlimited kilometre warranty, which is falling behind the pack. The high-voltage battery in PHEV and EV vehicles is warranted for eight years or 160,000km, however. 2025 Porsche Cayenne Credit: CarExpert Worth noting is that the Audi Q8 60 TFSI e and Volkswagen Touareg R, which use versions of the same V6 plug-in hybrid drivetrain, both offer longer warranties and capped-price service programs. To see how the Porsche Cayenne lines up against the competition, check out our comparison tool The base E-Hybrid grade might not be cayenne pepper-hot, but the most attainable electrified Porsche Cayenne Coupe makes a lot of sense for its target audience. 2025 Porsche Cayenne Credit: CarExpert It offers more performance and efficiency compared to the base petrol V6 variant, while retaining the desirable Porsche look and feel that helps set it apart from related models from the likes of Audi and Volkswagen. It may not have the shove and drama of the V8s, but as an ideal luxury family bus it's more suitable to more people more of the time. No, the 'Porsche of SUVs' tag doesn't mean it drives like a big 911, but the beautifully tuned chassis and driver controls are balanced in a combination that few rivals manage to achieve. And the hallowed Porsche crest on the nose no doubt counts for plenty as well. Of course, all this doesn't come cheap, even relative to other German-badged rivals and some of the Cayenne's own platform mates, but with plenty of justification the Porsche brand does sit somewhere between traditional premium automakers and high-end luxury marques – and the Cayenne is no different in that regard. Personally, I don't think the 'coupe' body is worth about $7000 more than the standard SUV, but I can understand why the Cayenne Coupe will appeal more to traditional Porsche buyers or those wanting a more traditional (read: sports car-like) Porsche-like shape. This is far from an affordable large SUV, especially when it's fitted with $75,000 worth of options like this press car is, but even in standard form it's one of the finest. 2025 Porsche Cayenne Credit: CarExpert CarExpert can save you thousands on a new Porsche Cayenne. Click here to get a great deal. MORE: Explore the Porsche Cayenne showroom Beautifully tuned driver controls Excellent ride on optional air springs PHEV's performance, efficiency Exxy price, exxy options Short warranty Fingerprint-prone interior Power: 224kW Fuel Type: Premium Unleaded/Electric Economy: 0.0L/100km CO2 Emissions: 0g/km ANCAP Safety Rating: Untested
Perth Now
an hour ago
- Perth Now
Hemi V8-powered Charger all but confirmed
Dodge CEO Matt McAlear has provided the strongest hint yet that the rumours are correct: the new-generation Dodge Charger muscle car will follow the Ram 1500 in returning to Hemi V8 power. Replacing both the previous V6- and V8-powered Challenger coupe and Charger sedan, the new Charger launched as an electric vehicle (EV) in North America in 2024, when Dodge said it would also become available with the same 3.0-litre twin-turbocharged inline six-cylinder 'Hurricane' petrol engine that now powers the facelifted MY25 Ram 1500 pickup. Speaking at a recent preview event for the new petrol-powered Charger 'Sixpack', Mr McAlear made it clear there were more powertrains coming for the born-again Charger. CarExpert can save you thousands on a new car. Click here to get a great deal. Supplied Credit: CarExpert 'At this point, we're here to talk about the Sixpack,' he said. 'And I'm extremely excited for what the team has turned out. 'I mean, I think hopefully you all agree it sounds incredible. When you get behind the vehicle or inside the vehicle, it sounds even better. This is the next generation of performance, and these powertrains outperform the V8 they replace,' he said. 'But long-term, there's more to come. We're just getting started.' Mr McAlear also contradicted the previous assertion by a Dodge representative who told Jalopnik in 2024 that the Hemi V8 could not physically fit in the new Charger's engine bay. Supplied Credit: CarExpert 'I'll let you come up here and take a look and get your tape measure out,' he told journalists. 'But don't be surprised if it would fit. 'But, you know, that's the beauty of this platform. Some could say we're lucky, some can say we're smart. We did not commit to one technology, one powertrain. 'A lot went into this platform from the beginning to be able to evolve over time and flex with consumer demand and changes in regulatory [policy].' Dodge has not revealed any plans to drop the Daytona-badged Charger EV, but slowing sales forced the brand to fast-track the introduction of the straight-six powered Charger Sixpack. Supplied Credit: CarExpert It was originally due on sale in 2026 but will now arrive in US showrooms in the fourth quarter of this year, wearing a price tag that's about US$10,000 lower than the EV's. The previous Charger and Challenger were offered with a naturally aspirated 3.6-litre V6, plus atmo 5.7-litre 'Hemi' and 6.4-litre 'Apache' V8s and the iconic 'Hellcat' supercharged 6.2-litre V8. When Ram announced in June it would return V8 power to its 1500 pickup in the US, it confirmed the 5.7-litre Hemi would be a no-cost option on variants that come standard with the high-output version of the Hurricane six. In others, it's a US$1200 option. US media outlets are expecting an official announcement by the end of this year, before the Charger V8 goes on sale sooner rather than later in order to cash in on expected demand, given the popularity of the born-again Ram 1500 V8. Mr McAlear made it clear a revived Hemi-powered Charger, which follows the relaxation of EPA emissions regulations and enforcement under US President Donald Trump, would not come at the expense of the electric powertrain. Supplied Credit: CarExpert 'With the change in the administration, it's no secret that we're absolutely flexing into ICE [internal combustion engine] production right now,' he said. 'But we are not walking away from the power, the performance, and the excitement that battery electric can provide.' The long-running Hemi V8 appeared destined for extinction under former Stellantis CEO Carlos Tavares, but along with the resurrected SRT performance brand it is now expected to return not only entry-level 5.7-litre form but also in 6.4-litre 'Apache' and supercharged 6.2-litre 'Hellcat' guises. Sadly, however, the new-generation Dodge Charger is unlikely to become available in Australia in either EV, straight-six or Hemi V8 forms – at least officially – because it's not produced in right-hand drive. It will, however, be sold in markets outside North America in both electric and petrol-powered guises, including Europe and the Middle East.
