Zeekr Australia pulls back on 'optimistic' sales target
The company said in February it planned to sell up to 3000 vehicles in 2025 but now expects to sell 2000 by year's end.
To the end of July, it's sitting at 522 deliveries, or an average of 75 vehicles per month.
Having launched in Australia in October 2024 with two models – the Zeekr X SUV and the 009 people mover – the premium electric car brand forecast stronger sales with the arrival of the 7X mid-size SUV in showrooms.
Unveiled in Sydney today – priced from $1000 less than rival Tesla Model Y – Zeekr Australia managing director Frank Li told CarExpert the 7X's arrival later than expected is behind the lower number.
"The target before, yes, there should be a challenge – an optimistic target," Mr Li said.
CarExpert can save you thousands on a new car. Click here to get a great deal.
"It depends on when we start to deliver 7X – so when we're talking about 2000, it is a target for deliveries – it's not an order number. So, we are currently doing the latest version of the ADRs [Australian Design Rules] homologation.
"We will start to deliver to customers in October – I'm not sure if it will be early or late October – but definitely October, so roughly we only have two full months to deliver this car."
"That is the main reason that there is some change in the self-target."
Set to boost the brand's local sales, the five-seat 7X is larger than the X SUV it launched here last year and is the first model offered by the automaker here with an 800V electrical system, bringing rapid charging capability.
The X has made up 448 – 86 per cent – of the brand's 522 local sales here to the end of July, given the 009 people mover is significantly more expensive at $135,900 before on-road costs.
The monthly average puts Zeekr on target for 895 sales, not including 7X deliveries.
Despite having a larger dealer network, Volvo isn't massively outselling the Zeekr X with its related EX30, which is sitting at 798 deliveries year-to-date.
The 009, meanwhile, is outselling rivals like the LDV MIFA 9, of which just three have been delivered this year, and the Mercedes-Benz EQV (23).
Zeekr, owned by Geely, which is also the parent company of Volvo, Lotus and a stakeholder alongside Mercedes-Benz in Smart, was launched in China in 2021.
MORE: Zeekr 7X pricing: New mid-size electric SUV undercuts Tesla Model Y
Content originally sourced from: CarExpert.com.au
Zeekr Australia has lowered its previous sales forecast for 2025, citing the late arrival of its new 7X mid-size electric SUV.
The company said in February it planned to sell up to 3000 vehicles in 2025 but now expects to sell 2000 by year's end.
To the end of July, it's sitting at 522 deliveries, or an average of 75 vehicles per month.
Having launched in Australia in October 2024 with two models – the Zeekr X SUV and the 009 people mover – the premium electric car brand forecast stronger sales with the arrival of the 7X mid-size SUV in showrooms.
Unveiled in Sydney today – priced from $1000 less than rival Tesla Model Y – Zeekr Australia managing director Frank Li told CarExpert the 7X's arrival later than expected is behind the lower number.
"The target before, yes, there should be a challenge – an optimistic target," Mr Li said.
CarExpert can save you thousands on a new car. Click here to get a great deal.
"It depends on when we start to deliver 7X – so when we're talking about 2000, it is a target for deliveries – it's not an order number. So, we are currently doing the latest version of the ADRs [Australian Design Rules] homologation.
"We will start to deliver to customers in October – I'm not sure if it will be early or late October – but definitely October, so roughly we only have two full months to deliver this car."
"That is the main reason that there is some change in the self-target."
Set to boost the brand's local sales, the five-seat 7X is larger than the X SUV it launched here last year and is the first model offered by the automaker here with an 800V electrical system, bringing rapid charging capability.
The X has made up 448 – 86 per cent – of the brand's 522 local sales here to the end of July, given the 009 people mover is significantly more expensive at $135,900 before on-road costs.
The monthly average puts Zeekr on target for 895 sales, not including 7X deliveries.
Despite having a larger dealer network, Volvo isn't massively outselling the Zeekr X with its related EX30, which is sitting at 798 deliveries year-to-date.
The 009, meanwhile, is outselling rivals like the LDV MIFA 9, of which just three have been delivered this year, and the Mercedes-Benz EQV (23).
Zeekr, owned by Geely, which is also the parent company of Volvo, Lotus and a stakeholder alongside Mercedes-Benz in Smart, was launched in China in 2021.
MORE: Zeekr 7X pricing: New mid-size electric SUV undercuts Tesla Model Y
Content originally sourced from: CarExpert.com.au
Zeekr Australia has lowered its previous sales forecast for 2025, citing the late arrival of its new 7X mid-size electric SUV.
The company said in February it planned to sell up to 3000 vehicles in 2025 but now expects to sell 2000 by year's end.
To the end of July, it's sitting at 522 deliveries, or an average of 75 vehicles per month.
Having launched in Australia in October 2024 with two models – the Zeekr X SUV and the 009 people mover – the premium electric car brand forecast stronger sales with the arrival of the 7X mid-size SUV in showrooms.
Unveiled in Sydney today – priced from $1000 less than rival Tesla Model Y – Zeekr Australia managing director Frank Li told CarExpert the 7X's arrival later than expected is behind the lower number.
"The target before, yes, there should be a challenge – an optimistic target," Mr Li said.
CarExpert can save you thousands on a new car. Click here to get a great deal.
"It depends on when we start to deliver 7X – so when we're talking about 2000, it is a target for deliveries – it's not an order number. So, we are currently doing the latest version of the ADRs [Australian Design Rules] homologation.
"We will start to deliver to customers in October – I'm not sure if it will be early or late October – but definitely October, so roughly we only have two full months to deliver this car."
"That is the main reason that there is some change in the self-target."
Set to boost the brand's local sales, the five-seat 7X is larger than the X SUV it launched here last year and is the first model offered by the automaker here with an 800V electrical system, bringing rapid charging capability.
The X has made up 448 – 86 per cent – of the brand's 522 local sales here to the end of July, given the 009 people mover is significantly more expensive at $135,900 before on-road costs.
The monthly average puts Zeekr on target for 895 sales, not including 7X deliveries.
Despite having a larger dealer network, Volvo isn't massively outselling the Zeekr X with its related EX30, which is sitting at 798 deliveries year-to-date.
The 009, meanwhile, is outselling rivals like the LDV MIFA 9, of which just three have been delivered this year, and the Mercedes-Benz EQV (23).
Zeekr, owned by Geely, which is also the parent company of Volvo, Lotus and a stakeholder alongside Mercedes-Benz in Smart, was launched in China in 2021.
MORE: Zeekr 7X pricing: New mid-size electric SUV undercuts Tesla Model Y
Content originally sourced from: CarExpert.com.au
Zeekr Australia has lowered its previous sales forecast for 2025, citing the late arrival of its new 7X mid-size electric SUV.
The company said in February it planned to sell up to 3000 vehicles in 2025 but now expects to sell 2000 by year's end.
To the end of July, it's sitting at 522 deliveries, or an average of 75 vehicles per month.
Having launched in Australia in October 2024 with two models – the Zeekr X SUV and the 009 people mover – the premium electric car brand forecast stronger sales with the arrival of the 7X mid-size SUV in showrooms.
Unveiled in Sydney today – priced from $1000 less than rival Tesla Model Y – Zeekr Australia managing director Frank Li told CarExpert the 7X's arrival later than expected is behind the lower number.
"The target before, yes, there should be a challenge – an optimistic target," Mr Li said.
CarExpert can save you thousands on a new car. Click here to get a great deal.
"It depends on when we start to deliver 7X – so when we're talking about 2000, it is a target for deliveries – it's not an order number. So, we are currently doing the latest version of the ADRs [Australian Design Rules] homologation.
"We will start to deliver to customers in October – I'm not sure if it will be early or late October – but definitely October, so roughly we only have two full months to deliver this car."
"That is the main reason that there is some change in the self-target."
Set to boost the brand's local sales, the five-seat 7X is larger than the X SUV it launched here last year and is the first model offered by the automaker here with an 800V electrical system, bringing rapid charging capability.
The X has made up 448 – 86 per cent – of the brand's 522 local sales here to the end of July, given the 009 people mover is significantly more expensive at $135,900 before on-road costs.
The monthly average puts Zeekr on target for 895 sales, not including 7X deliveries.
Despite having a larger dealer network, Volvo isn't massively outselling the Zeekr X with its related EX30, which is sitting at 798 deliveries year-to-date.
The 009, meanwhile, is outselling rivals like the LDV MIFA 9, of which just three have been delivered this year, and the Mercedes-Benz EQV (23).
Zeekr, owned by Geely, which is also the parent company of Volvo, Lotus and a stakeholder alongside Mercedes-Benz in Smart, was launched in China in 2021.
MORE: Zeekr 7X pricing: New mid-size electric SUV undercuts Tesla Model Y
Content originally sourced from: CarExpert.com.au
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Perth Now
2 hours ago
- Perth Now
2025 Cadillac Optiq review
In case you haven't noticed, Cadillac now sells cars in Australia. 2025 Cadillac Optiq Credit: CarExpert General Motors' luxury brand has made a low-key entrance Down Under, where it's opened just one 'experience centre' (another one is coming this year) and introduced just one model, while deliberately avoiding talking about sales targets. For all the talk of 'exclusive volumes', however, it's the Cadillac Optiq here that represents the brand's best chance at taking a slice of the luxury electric vehicle (EV) market in Australia. Due for release here in 2026, when it will slot in under the Lyriq already on sale, the Optiq will serve as an entry point to the Cadillac lineup that will also grow next year to include the large, three-row Vistiq and sporty Lyriq-V. All of these are electric SUVs, and despite its entry-level positioning the Optiq isn't exactly small – measuring 4820mm long, 2126mm wide (including the mirrors) and riding a 2954mm wheelbase, it's 28mm longer than a Tesla Model Y and rides on a 64mm longer wheelbase. 2025 Cadillac Optiq Credit: CarExpert We had the opportunity to drive the Optiq, Vistiq, and a raft of other General Motors EVs at a recent drive day in Michigan. But I also nicked the keys to an Optiq and set off for Chicago for a weekend getaway. This was a model year 2025 (MY25) Optiq, mind you, and Cadillac recently announced some significant changes for MY26 which are expected to be largely reflected in the Australian-market model. More on that later. It's hard to predict how successful the Optiq will be as Cadillac has yet to announce how much it will cost in Australia, nor what the local lineup will look like. 2025 Cadillac Optiq Credit: CarExpert It will almost certainly come in under the Lyriq, which is priced from $122,000, but how close it'll come to other mid-size electric SUVs like the Audi Q6 e-tron and Polestar 4 remains to be seen. In the US, the MY25 Optiq range opens at US$54,390 (~A$84,000) for the Luxury 1 and tops out at US$57,090 (~A$88,000) for the Sport 2 tested here. For 2026, the lineup has been reshuffled and opens at US$52,395 (~A$81,000) for the rear-wheel drive Luxury, rising to US$58,595 (~A$90,500) for the Premium Luxury AWD. The new Optiq-V, which hasn't been confirmed for Australia, costs US$68,795 (~A$106,000). The Lyriq lineup, in contrast, is priced from between US$63,590 and US$72,490 (~A$98,000 to $112,000), though there are also more affordable rear-wheel drive variants not offered in Australia. These start at US$60,090 (~A$93,000). Even if it wears a sharp sticker, the Optiq is going to be hamstrung by Cadillac's limited dealer network. We're predicting a slow rollout like that of Genesis, and Cadillac is consciously avoiding sharing its sales targets. From a design point of view, Cadillac has nailed this interior. Not only has the brand managed to maintain an upscale appearance for its most affordable EV, but it's also avoided making it look just like a carbon copy of its larger, more expensive EVs. Instead, it has given it a more youthful feel. 2025 Cadillac Optiq Credit: CarExpert Sure, there are some shared design elements, such as the 33-inch curved display, and the row of tactile physical climate controls underneath which have a satisfyingly clicky operation. You'll find other parts of the interior that are shared with more expensive Cadillacs, such as the power seat controls on the door – a rather Mercedes-Benz like touch – as well as the tactile metallic knobs for the air vents and the gorgeous metallic speaker grilles for the excellent AKG sound system. But the Optiq goes its own way in some respects, including with the very attractive recycled fabric upholstery covering the tops of the doors, onto the A-pillar, and then running across the (quite low) dash. While this is grey, it's a pale grey tweed-like material that manages to look upscale – this isn't like the grey cloth you'd find on, say, a Toyota Corolla's doors. It even feels nice, too. Other unique touches for the Optiq include patterned trim that runs above the climate controls, and on the doors. 2025 Cadillac Optiq Credit: CarExpert This can be finished in either white or bright blue; the white works, the blue is a bit questionable. It feels like Cadillac designers had more fun with the Optiq interior than its other vehicles, perhaps because it's aimed at younger buyers. You may also dislike the evidently recycled material that's used in the door pockets and on the centre console tray, to help prevent things from rolling around. These door pockets can accommodate large water bottles, while the tray is large enough for a handbag. Where the Lyriq has an opening but uselessly small compartment in the minimalist centre stack, the Optiq has an open compartment that's surprisingly deep and is softly lit at night. This helps make up for a tiny centre console bin, though there's no way to conceal this cubby. It's also not where the wireless phone charger sits, as this is in a little upright pocket ahead of the centre console bin. There are a couple of USB-C outlets next to the cubby, however. 2025 Cadillac Optiq Credit: CarExpert The centre console is split-level, comprising a large tray just above floor level, and a higher level with attractive woven metal trim and more of this fabric upholstery. On this, you'll find another little pocket at the very end, a pair of cupholders with textured metallic surrounds, a rotary dial for the infotainment system, a pair of haptic shortcut buttons, and a metallic volume wheel. If we were being fussy, we'd point out the soft-touch surface of the dash top ahead of the passenger isn't exactly flush with the harder trim at the base of the screen – likely a design issue and not an example of poor build quality, as we didn't experience any creaks in the cabin. Also, having to press a button on the touchscreen to open the glovebox – even if it's an anchored shortcut button – strikes us as ridiculous. Mind you, the technology in the cabin is hard to fault. The touchscreen has a row of anchored shortcut buttons and is part of a 33-inch curved display that also includes the digital instrument cluster and a separate, small touchscreen by the driver's door. 2025 Cadillac Optiq Credit: CarExpert This smaller screen can be used to control the headlights, view trip information and change the instrument cluster layout. It's all really slick technology, with attractive graphics and good configurability – for example, you can move all the icons around on the touchscreen. That's handy, as the Optiq is missing physical shortcut buttons for features like the camera or drive mode selection. GM is pushing buyers, at least in the US, to use the embedded Google Maps in vehicles like the Optiq which use Google built-in. Thankfully, we're getting both wireless smartphone mirroring and the functionality that comes with Google built-in. This includes smart routing. When you put in a destination, Google Maps will calculate when and where to make charging stops, and will tell you what the battery charge level will be when you arrive at your destination. Additionally, the battery will pre-condition itself as you near a charging stop. 2025 Cadillac Optiq Credit: CarExpert At first I was disappointed that Google Maps doesn't extend across the whole display like in, say, a Genesis vehicle, but then I realised you could have two different views. Perhaps it's a bit obsessive-compulsive of me, but it does bother me somewhat that each map display is a different shape… And while Google Maps is typically vastly better than embedded navigation in many cars, it's not perfect – it managed to get bamboozled by Chicago's twisted web of motorways on a couple of occasions. As it features Google built-in, the infotainment system therefore includes Google Assistant and an array of Google apps, with more downloadable via the Google Play Store. Still, there's no access to messaging apps, and it is a bit disappointing to see a company get us so used to having smartphone mirroring and then take it away. Fortunately, this won't affect Australian buyers – apart from the absence of Super Cruise (more on that later), we're arguably getting a better suite of technology than Americans. At the bottom of the touchscreen, always visible, are shortcuts for the one-pedal drive mode; glove box; the map, media, home and charging menus; as well as information like the time, temperature and signal for the 5G hotspot. 2025 Cadillac Optiq Credit: CarExpert The infotainment system worked well, apart from one instance where the screen went blank as I neared a much-needed charging stop in the dead of night in regional Michigan. It did sort itself quickly, however, without my having to restart the vehicle. Unlike in the Australian-market Lyriq, there's a head-up display. Behind the steering wheel you'll find a combination wiper/indicator stalk, the Mercedes-Benz-style gear shifter, and the Regen on Demand paddle. The steering wheel is tactile and wrapped in leather, with solidly constructed metallic switches plus touch-capacitive ones with haptic feedback. The black bar at the top tells you the status of Super Cruise, which is handy, but it does feel a little creaky and plasticky. There were no build quality issues with the Optiqs we drove, but if we're nit-picking, the stalks on the column could be better-damped. There's gloss black on the steering wheel, and on the door-mounted seat controls, and small splashes elsewhere in the cabin. It looks great, but it'll attract smudges and dust more than any other interior surface known to humankind… 2025 Cadillac Optiq Credit: CarExpert While the Cadillac's interior doesn't look like a Mercedes-Benz's, as mentioned there are a handful of design elements that take inspiration. Not included among these is the ambient lighting – it's colour-adjustable like in a Benz, but it's a helluva lot more subtle. It appears from behind the white or blue contrast trim, with a chequered appearance. There's also subtle back lighting for the door pockets, storage shelf, and the open and deep centre stack storage cubby. Step into the rear and there's sufficient headroom, though at 180cm my hair brushed the headliner when I sat upright. There's an expansive fixed glass roof, which features a power sunshade that fortunately does do a good job of blocking out the sun. The Optiq's rakish roofline does mean visibility out the back is compromised, with a narrow and steeply raked rear window. However, there's a digital rear-view mirror. Cadillac has also included rear-quarter windows. You might not see them from the outside, as they're concealed behind that 'Mondrian' pattern and only visible in certain lights, but you can see out of them easily. 2025 Cadillac Optiq Credit: CarExpert There's a comfortable rear bench with plenty of leg- and knee-room and an almost completely flat floor. The centre console does eat into the centre-seat occupant's legroom a little bit, but it includes a pair of USB-C outlets, an open cubby, air vents, and a power outlet. While the soft-touch trim of the front doors carries through to the back, the front seatbacks are hard – not that you'd know it at first, given their prominent stitching elements. They do feature soft map pockets, however. Open the power tailgate and you'll find there's enough room for a large suitcase and a large duffel bag, but don't try stacking suitcases here – the raked tailgate compromises vertical load space. A cargo cover conceals the area. We drove an MY25 Optiq, but for MY26 there have been some significant mechanical changes to Cadillac's entry-level electric SUV. 2025 Cadillac Optiq Credit: CarExpert For starters, the Mexican-built Optiq is now available with a single-motor powertrain – with rear-wheel drive, not front-wheel drive like in the Chinese-built Optiq – producing 232kW of power and 450Nm of torque. That's not far off the outputs of the dual-motor all-wheel drive MY25 Optiq we tested, which produces 224kW and 480Nm. But dual-motor versions have received a massive power bump for MY26, to 328kW and 675Nm. There's also an even hotter Optiq-V packing 387kW and 880Nm plus other enhancements like the addition of Continuous Damping Control adaptive dampers. Whether we're talking MY25 or MY26, the Optiq has an 85kWh nickel manganese cobalt (NCM) battery. Range is 486km on the stricter US EPA cycle for the MY25 AWD, 482km for the MY26 RWD, and 451km for the MY26 AWD. 2025 Cadillac Optiq Credit: CarExpert The maximum DC fast-charging rate is unchanged at 150kW. In the MY25 Optiq we drove, we saw energy consumption of 18.3kWh/100km while driving around Detroit, and in highway driving this rose to as much as 21.4kWh/100km. Over a total of 1100km of driving, much of which was on the highway, we saw energy consumption of 19.4kWh/100km. The Optiq's energy consumption, charging rate and range therefore are far from class-leading for a mid-size electric SUV. The Model Y Long Range AWD, for example, has 526km of range on the US EPA cycle (600km on the WLTP cycle), and has a maximum DC charging rate of 250kW. It wasn't just a steering wheel on the left-hand side and a lack of smartphone mirroring that made our Optiq test car different to the vehicles we'll get here. 2025 Cadillac Optiq Credit: CarExpert As mentioned, the dual-motor all-wheel drive Optiq has received a significant bump in power for MY26, which is likely to carry over to the Australian-market version. Australia will get a global suspension tune, too, though GM says it won't be too different from the American tune. That's a good thing, as this is one plush, comfortable EV. It may not have adaptive dampers but it scarcely needs them. Cadillac says its 'Passive Plus' system, which includes an extra valve in the damper, gets it close to the ride comfort of adaptive systems without the cost of all the electronics. It's not just marketing hype. The Optiq manages to soak up crappy surfaces without impact harshness, while managing crests and dips without losing body control. It felt smooth at train crossings, too. 2025 Cadillac Optiq Credit: CarExpert In short, ride comfort proved excellent across pockmarked roads – particularly the poorly surfaced, badly damaged ones in Illinois. The steering is nicely weighted – light enough that steering around town and parking remains entirely manageable, without feeling so light that you don't have confidence in the vehicle. But there's no hiding that long wheelbase in really tight parking garages, where the Optiq can be a bit of a handful. One downtown Chicago parking garage turned into a stressful ordeal with 180-degree turns on its ramps. Sadly, we didn't get to drive the Optiq on too many windy roads – we were in the American Midwest, after all, where the terrain is mostly flat and the roads are mostly grids. When you get excited for a highway on-ramp, you know there's not a lot of great driving roads around… On these on-ramps, the Optiq could be steered confidently and presented well-managed body roll. Perhaps unsurprisingly, it feels more nimble than the larger Lyriq, which we have driven on twisty roads and found to generally handle well. 2025 Cadillac Optiq Credit: CarExpert Push the accelerator and you'll find throttle response is nice and progressive. Cadillac engineers were conscious of what is referred to as lash, and as a result the Optiq gets up to speed gracefully without rocking you back in your seat… or feeling sluggish, either. You can pop it in Sport mode, which gives it a little bit more squirt while adding some noticeable weight to the steering without making it burdensomely heavy. However, we expect if you want thrills from your EV, the Optiq-V – not yet confirmed for Australia – will deliver more of them. The steering may be good in this car, but for a lot of my driving I wasn't steering at all. Instead, I was letting the car do it. That's because the Optiq comes standard in the US with Super Cruise, which allows for hands-free driving across over a million kilometres of roads in North America. 2025 Cadillac Optiq Credit: CarExpert Sadly, it's not coming here due to the cost of engineering this system for our roads. And that's a bloody shame, as Super Cruise made highway driving a breeze, slowing down and speeding up where appropriate, and keeping the car centred in its lane while managing heavy rain, construction zones, and other complications. You still need to keep your eyes ahead, but the system never made an alarming move, and if you're approaching an unmapped stretch of road or you're not paying attention, the car will warn you via a large light on the steering wheel. There's even an automatic lane-change feature, and the Optiq is actually a bit impatient like a human when it comes to being stuck behind cars on the highway. The seat vibrates your left or right butt cheek when it's about to perform a lane change, so as not to alarm your passengers. And if you do feel like taking back over from Super Cruise, you can put your hands back on the wheel and it doesn't feel like you're wrestling with the system. The transitions are seamless. Our tester was an MY25 vehicle, so it didn't have the latest Super Cruise advancement that sees the vehicle automatically change lanes to keep you on the route you've set in Google Maps. 2025 Cadillac Optiq Credit: CarExpert However, even in MY26 vehicles with Super Cruise, the mapping still doesn't include typical urban streets, and the system can't detect traffic lights or stop the vehicle at them. Unlike Tesla, GM says it isn't looking to add this functionality to its semi-autonomous driving tech. While we won't get Super Cruise in Australia, we hope GM's new Hands-on Lane Centring Assist function – launching in certain MY26 vehicles in the US – is made available here. Without this, the Optiq will be left with just lane-keep assist, as in the Australian-market Lyriq, which is insufficient for a luxury car in 2025. The Optiq's speed sign recognition system didn't throw up any false alerts. Let's see if the Australian-market system is as well-calibrated. The embedded Google Maps, once you punch in a destination, will tell you your estimated battery percentage at the end of your journey and suggest charging stops along the way if necessary. Battery pre-conditioning is also linked to Google Maps, with the Optiq getting its battery ready for charging as you get closer to your destination. All of this worked well for the most part, apart from one leg of the journey when the estimated charge level at my destination bounced around a bit before settling. 2025 Cadillac Optiq Credit: CarExpert A serene cabin also made the Optiq an excellent highway cruiser. Tyre roar is well suppressed, and there's just a little bit of wind rustle around the mirrors but nothing objectionable. There's a choice of two artificial propulsion sounds and neither is obnoxious. My Mode allows you to configure your preferred steering, brake and acceleration feel, and propulsion sound settings. There's a one-pedal drive mode which works well, plus Cadillac's Regen on Demand feature that allows you to brake the vehicle by squeezing a paddle. If there's a way to make the park brake automatically engage when you put it in park, I couldn't find it. At least the park brake button is conveniently located next to the door. We'd like a physical button for selecting drive modes or activating the camera, though. The camera system boasts good if not class-leading (ie: BMW-grade) resolution. The cameras can also get a bit washed out at night and in rain, while the wide but not overly tall touchscreen means the camera projection isn't that large. Cadillac has reshuffled the Optiq range for 2026, and it hasn't locked in what the local lineup will look like. 2025 Cadillac Optiq Credit: CarExpert 2025 Cadillac Optiq Credit: CarExpert 2025 Cadillac Optiq Credit: CarExpert 2025 Cadillac Optiq Credit: CarExpert 2026 Cadillac Optiq equipment highlights (in the US): Fixed panoramic glass roof Power tailgate Proximity entry and start Remote start 20-inch alloy wheels LED headlights Automatic high-beam Rear privacy glass Digital rear-view mirror with washer Heated exterior mirrors Super Cruise Semi-autonomous parking assist 33-inch curved display Google built-in 19-speaker AKG Studio sound system Heated front seats 8-way power driver's seat 6-way power passenger seat 'Inteluxe' leatherette upholstery Tilt and telescoping steering column Wrapped steering wheel Heated steering wheel Alloy pedals Dual-zone climate control 126-colour ambient lighting Stepping up through the range brings additional equipment such as: LED cornering lights Head-up display Ventilated front seats Heated outboard rear seats The Cadillac Optiq is being launched in Europe but hasn't been tested by Euro NCAP yet, and there's no ANCAP rating available yet either. 2025 Cadillac Optiq Credit: CarExpert Cadillac's new entry-level EV also hasn't been tested yet by the Insurance Institute for Highway Safety (IIHS) in the US. Standard safety equipment in the US includes: Adaptive cruise control Autonomous emergency braking (AEB) Blind-spot assist Driver attention monitoring Lane-keep assist Rear cross-traffic assist Safe exit warning Surround-view camera Traffic sign recognition 8 airbags Cadillac Australia hasn't yet released local servicing or warranty information for the Optiq. However, the Lyriq is currently backed by a five-year, unlimited-kilometre vehicle warranty and an eight-year, 160,000km battery warranty. The Lyriq also comes with five years of free roadside assistance and free scheduled servicing, with visits to a service location required every 12 months or 12,000km. Cadillac's Optiq, Lyriq and Vistiq are all recognisably part of the Cadillac family, and yet each offers a unique look and feel. 2025 Cadillac Optiq Credit: CarExpert Together, they make for a compelling electric SUV trio. None of them will compete in particularly high-volume segments, mind you, but then Cadillac makes no bones about its plans to sell vehicles in 'exclusive volumes' in Australia. The Optiq is likely to be the most popular and, despite being Caddy's entry-level EV, it's an impressive all-round offering. But EVs from brands like Cadillac find themselves at risk of being squeezed in Australia. There's market-leader Tesla, which offers sharp pricing and established EV bona-fides; luxury brands like BMW and Mercedes-Benz, which offer a wider dealer network and arguably more luxury cachet; and then a growing number of Chinese models that offer impressive performance and range figures, plus bags of tech. The Optiq doesn't offer the best range, charge rate or efficiency among its mid-size electric SUV peers, but what it does offer is its own unique style. It's smooth to drive, and comfortable and well-appointed inside. With the right price, it shapes as a compelling alternative to electric SUVs from other luxury brands. 2025 Cadillac Optiq Credit: CarExpert MORE: Explore the Cadillac showroom Smooth ride Comfortable, well-appointed interior Stylish inside and out So-so charge rate Pricing remains unknown for Australia We won't get Super Cruise here
Perth Now
2 hours ago
- Perth Now
2025 Cadillac Optiq: Tesla Model Y rival's interior revealed
The interior of the Cadillac Optiq, the American luxury brand's new entry-level electric SUV, has been revealed. The General Motors-owned brand, which will re-enter the Australian market this year, has confirmed the Optiq will appear at this month's Beijing motor show, which starts on April 25. We expect Cadillac to finally publish specifications for the new SUV at this time, though we do know from an earlier Chinese Ministry of Industry and Information Technology filing that it'll offer 150kW or 180kW outputs. The Optiq measures 4822mm long, 1912mm wide and 1642mm tall on a 2954mm wheelbase, which makes it 72mm longer, 66mm narrower and 18mm taller than a Tesla Model Y. Supplied Credit: CarExpert Before the Optiq's in-person debut, Cadillac has released a raft of interior images of its Model Y rival. The Optiq closely resembles the larger Lyriq inside, down to the door-mounted power seat controls and the digital instrument cluster and infotainment touchscreen neatly integrated in one wraparound assembly. There are some key differences from its larger sibling, however. The pictured example features bold, metallic blue trim running from one side of the dash through to the centre. This matches the dark blue textured inserts on the lower half of the doors. Supplied Credit: CarExpert The compartment under the centre stack controls doesn't have a door like in the Lyriq, while the floating centre console has a different shape. The Optiq debuted in November 2023, and while GM hasn't officially confirmed it for our market, it has trademarked its name locally. It has also trademarked the Vistiq and Escalade iQ nameplates. These are larger electric SUVs joining the Cadillac stable. The Lyriq will spearhead the brand's return to Australia late this year, but it mightn't be alone in Cadillac showrooms for long. Supplied Credit: CarExpert General Motors (GM) Australia and New Zealand managing director Jess Bala told CarExpert in March that announcements of new Cadillac models beyond the Lyriq will come 'towards the end of the year, early next year'. 'We want to get [the] Lyriq out and do an awesome job with [the] Lyriq first as well,' said Ms Bala. 'We do want to obviously give that incredible car its time as well, but also want to give everyone the confidence knowing that it's not just one entry, we have more amazing cars coming.' In response to whether the Optiq, Vistiq and Escalade iQ are the next vehicles coming to Australia, Ms Bala said 'there are more EVs coming, obviously we'll confirm what they are at a later date'. Supplied Credit: CarExpert She stopped short of confirming whether all these vehicles will come here. 'I will say that just from a process standpoint, whenever we, GM, have new vehicles coming in, trademark a name because we've decided well in advance what our vehicles are going to be called,' said Ms Bala. 'We do generally go out globally and trademark them everywhere because in the instance we do decide to bring a vehicle somewhere, we want that consistency to be there from a brand standpoint.' Cadillac intends to stick with an electric-only strategy in Australia. It's aiming to be EV-only by 2030 globally. Supplied Credit: CarExpert The brand will launch with three retail stores, or 'Cadillac Experience Centres': Melbourne and Sydney in Australia, and Auckland in New Zealand. Executives have made multiple mentions of Cadillacs selling in 'exclusive volumes', though Ms Bala has been enthusiastic about its chances. 'It's going to do incredibly well here,' said Ms Bala late last year, saying Cadillac will appeal to luxury car buyers who want to stand out and who consider themselves trendsetters. Despite all the talk of 'exclusive volumes', Ms Bala said pricing of its debut model in Australia, the Lyriq, wouldn't be lofty. 'It'll be priced competitively inside that mid-sized SUV [segment],' said Ms Bala, confirming the Lyriq will battle similarly sized electric SUVs from European luxury brands like the BMW iX. Vistiq Credit: CarExpert Escalade iQ Credit: CarExpert Lyriq Credit: CarExpert The company wouldn't confirm pricing, but the Lyriq starts at the equivalent of around A$90,000 in the US. In addition to selling vehicles through separate retail spaces, GM indicated there will be a different after-sales experience for Cadillac vehicles vis-à-vis those sold in GMSV showrooms. 'We're all about providing an elevated luxurious experience to that customer from the minute they may enter their details in a website or visit one of our Cadillac Experience Centres, all the way through to purchase and beyond that,' said Ms Bala. 'Because we know that your purchase doesn't end the minute that we hand you the keys to your vehicle, it's an ongoing relationship that we want to maintain and provide something that is very consistent. 'A very high-end customer experience, sort of like that 'white glove' that you would expect as a luxury customer to get.' MORE: Cadillac commits to selling only electric cars in AustraliaMORE: Cadillac getting ready to roll out more electric cars in AustraliaMORE: Cadillac locked in for Australia in 2024: Everything you need to knowMORE: Cadillac Optiq revealed as luxurious Tesla Model Y rival
Perth Now
3 hours ago
- Perth Now
2025 Chery Tiggo 8 Super Hybrid review
You're looking at the second part of Chery's two-pronged plug-in hybrid (PHEV) launch strategy in Australia: the new Tiggo 8 Super Hybrid seven-seat SUV. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert Under the bonnet, it's identical to the Tiggo 7 Super Hybrid that's also now being released. That means it has a 1.5-litre turbocharged four-cylinder petrol engine paired with a transmission-mounted electric motor, fed by an 18.3kWh lithium iron phosphate battery. This PHEV system is known as Chery Super Hybrid (CSH), and it will soon power more models from the fast-growing Chinese auto brand, with the incoming Tiggo 9 large SUV next up. That gives us a lot to look forward to, because it's difficult not to be intrigued by the Tiggo 8 Super Hybrid. The Tiggo 8 CSH is fitted with one of Chery's newest interiors, headlined by a 15.6-inch touchscreen infotainment display and 10.25-inch digital instrument cluster – a significant upgrade over the petrol-powered Tiggo 8 Pro Max. It's sharp and offers plenty of 'wow' factor to draw potential buyers in. It also has a new front-end design headlined by a revised grille, making it all the more tidy compared to its purely petrol-powered relative. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert Much like the Tiggo 7 CSH, the Tiggo 8 was benchmarked against traditional plugless hybrids from Hyundai and Toyota. This was confirmed to CarExpert by Chery chief engineer David Xianqiang Lu, as the brand intended to make its CSH system feel like a traditional hybrid. Driving a conventional hybrid is generally smooth and effortless, and so Chery wanted to replicate that powertrain experience with a PHEV that has the benefits of recharging and longer-distance electric-only driving. Chery invited media to drive both the Tiggo 7 and Tiggo 8 Super Hybrids back-to-back from Sydney to New South Wales' Hunter Valley, providing us with the opportunity to test them over long-distance routes, rough roads, and several different driving conditions. Is the Tiggo 8 any more 'super' than its powertrain-sharing sibling or its rivals? The Tiggo 8 Super Hybrid is $6000 more expensive than the Tiggo 7 Super Hybrid, starting at $45,990 drive-away for the base Urban. Above that is the top-spec Ultimate for $49,990 drive-away. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert The gap between petrol and hybrid Tiggo 8 models is not as large as with the Tiggo 7; there's now a $4000 price difference petrol-only and PHEV variants at base level (instead of $10,000), and just $2000 at top-shelf Ultimate level. That's a good thing, because it means the much more complex and more efficient powertrain hasn't made the Tiggo 8 unattainable. As mentioned, it also makes the Tiggo 8 Super Hybrid by far the most affordable seven-seat PHEV available in Australia. Granted, that's a niche pool of models, and there are currently only three other options in Australia. There's the mid-size Mitsubishi Outlander PHEV starting at $69,290 before on-road costs, and both the larger Mazda CX-80 P50e that starts at $76,245 before on-road costs, and the Kia Sorento PHEV priced at $84,660 before on-roads. There are also several seven-seat plugless hybrid SUVs on the market, including the mid-size Peugeot 5008 ($55,990 before on-roads), and the large Hyundai Santa Fe ($57,000 before on-roads), Toyota Kluger ($62,410 before on-roads), and GWM Tank 500 ($64,490 drive-away). To see how the Chery Tiggo 8 stacks up against its rivals, use our comparison tool This is where the Tiggo 8 Super Hybrid has a clear advantage over all other Chery-badged cars in Australia. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert Its screen-heavy cabin may seem derivative, but its organisation and layout make this mid-to-large SUV feel much better thought-out than that. Headlining the interior is its 15.6-inch touchscreen infotainment system, which – in typical Chery fashion – is where you'll find and operate almost every key vehicle function. Luckily, therefore, it's incredibly sharp, with crisp and clean graphics that make it pleasant to look at and use. There's a small degree of customisation available, mainly in the backgrounds you can swipe between, plus a series of shortcut widgets permanently open along the bottom of the display. But if you're like us, you'll probably spend most of your time using Apple CarPlay. Fortunately, you have the benefit of a wireless connection when doing so, and the interface takes up the entirety of the enormous screen. There's still novelty value in seeing CarPlay so large, and we like it. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert Climate controls are still locked inside the screen, but there's an always-on ribbon at the bottom to make them easier to access. This has been seen in other Cherys, including the Tiggo 7, but the functionality here is vastly improved. You're finally able to open the climate menu while smartphone mirroring is enabled. Swiping gestures make this easy, and it's infinitely better than having to navigate back to the car's native user interface. Chery's voice assistant also appears to be pretty clever, which means you can ask it to make adjustments on the fly. There are physical air vents controls too, which saves you from having to drag virtual air flow graphics on the screen like in a Tesla. There's still plenty of value in the native system, with full-screen apps like navigation on hand. All considered, this is arguably the best infotainment system we've seen in an Australian-delivered Chery to date. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert To the right is the 10.25-inch digital instrument display, which appears small in comparison but no less useful. It now sits alone in front of the steering wheel, with the old conjoined panel nowhere to be seen. Otherwise, it's a fairly standard screen for Chery. There's basic information navigable using the 'buttons' on the steering wheel, with everything presented in a no-nonsense manner. The leather-wrapped steering wheel's buttons are haptic and finished in gloss-black plastic, which means they feel a bit spongy and look second-hand after fingerprints start to pile up. They're labelled clearly enough, but it'll still take a moment to get used to how everything works. The wheel itself is huge and sits at a relatively forward-sloped angle, but the steering column doesn't extend far enough for my ideal seating position. Shorter fold may need to compromise by sliding the seat further forward, which makes your legs feel cramped for the first few minutes before you acclimatise. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert The seats are comfortable and finished in quilted synthetic leather. Heating and ventilation aren't included in the base Urban variant though, much like the panoramic sunroof or the passenger-seat massage function. Powered driver's seat adjustment is standard. Still, the front of the cabin is a pleasant space, and the use of quality materials balances the compromises in terms of ergonomics. It's simple – everything that looks like leather is soft, and everything that doesn't, isn't. The high window lines and tall centre console 'bridge' create a cockpit-like feel. The latter includes a split-lid storage box with soft armrest padding. There's plenty of space inside, while the open tray underneath is nicely sized for small bags. You also get a ventilated wireless phone charger, which is exposed to sunlight coming through the windscreen, a pair of cupholders, and a sparse selection of driving-related buttons – many of which are finished in more piano black plastic. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert Climbing into the second row is easy, thanks to the large door opening and unintimidating step height. It's comfortable here too, with the same quilted synthetic leather providing the same premium atmosphere as up front. This is elevated further in the Ultimate, as the panoramic sunroof makes it feel airy. Not that space is an issue, because the larger dimensions of the Tiggo 8 provides plenty of leg and head room regardless of anyone's seating position. The folding and sliding function of these seats – to accommodate third-row access – also provides some adjustment for passengers. A fold-down centre armrest is standard, though the dual cupholders have been slathered in yet more piano black plastic, which won't stand up to kids with drinks. If you are carrying small kids, you'll have two ISOFIX anchors and three top-tether points for child seats. Otherwise, there are two rear-facing air vents for comfort, along with USB-A and USB-C ports for device charging. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert Stretching space isn't generous in the third row though, which is expectedly cramped. It isn't easy to climb into either, as even with the second row pushed as far forward as possible, it's still a fair hike to vault yourself over the wheel-arch. At 173cm, I could fit snugly into the rearmost seats, albeit with my knees touching the seat in front. It's all par for the course for a relatively small seven-seater, but it means the very back seats are best for kids or very short trips. The boot also disappears with the third-row seats in place. They fold flat into the floor, providing ample cargo space once you've dragged items over the high opening lip. However, there's no spare tyre; instead a tyre repair kit is standard. Chery hasn't quoted boot capacities for the Tiggo 8 Super Hybrid, but petrol versions offer 117 litres in seven-seat mode, and 479L with the third row stowed (also to the top of the seats). For context, a seven-seat Outlander Aspire petrol offers 163L and 478L respectively. To see how the Chery Tiggo 8 stacks up against its rivals, use our comparison tool Chery's Super Hybrid system comprises a 1.5-litre four-cylinder turbo-petrol engine producing 105kW of power and 215Nm of torque. It's paired with a Dedicated Hybrid Transmission, which incorporates a 150kW/310Nm electric motor, though combined outputs aren't quoted – all of which is identical to the smaller, five-seat Tiggo 7 Super Hybrid. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert We didn't get enough time in any one car to record a representative real-world fuel economy figure. Even so, and much like the Tiggo 7 Super Hybrid, we did see numbers hovering around the 5.8L/100km mark after a couple of hundred kilometres on the road. That may sound a bit high, but Chery says 6.0L/100km was a realistic figure for the car in the conditions we drove. Curiously, the official combined fuel consumption claim is 0.1L/100km lower than the Tiggo 7's, while its energy consumption is 0.9kWh/100km better, and its claimed NEDC electric range is 2km longer – despite being around 100kg heavier and utilising the same powertrain. These small gains are somewhat undermined by the Tiggo 8's requirement of 95-octane premium petrol. The Tiggo 7 only needs 91-octane regular unleaded despite using an identical powertrain. Beyond speculating about mitigating the weight gain, the reason for this isn't apparent – we were told it's simply a requirement by Chery's engineers. As for energy consumption, we saw figures close to 0kWh/100km, or even lower (yes, we saw a number as low as -1.1kWh/100km), when the battery was low and energy regeneration was strong and therefore more power was being produced than consumed. And at full charge, we got within 15km of Chery's electric range claim. To see how the Chery Tiggo 8 stacks up against its rivals, use our comparison tool Despite sharing its platform with the Tiggo 7, the Tiggo 8 is noticeably better to drive. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert You may not get the chance to drive the two cars back-to-back on the same roads as part of your car-buying journey (nor want to, given they're aimed at different buyers), but doing so exposes the comparative strengths of the Tiggo 8. Putting drivetrains aside for now, we were thoroughly impressed with this car's ride quality. The key drawcard here, and perhaps marking a return to form for a Chinese brand, is how supple and plush it feels when speeds pick up. It's not the car's ability to iron out minor imperfections, which it doesn't do with any real aplomb. Instead, the Tiggo 8 does an excellent job of ironing out the kind of larger bumps, depressions and undulations you'll find on regional roads around Australia. It makes for a very comfortable ride, and the compliant suspension setup means the Tiggo 8 is great for longer freeway stints. You just don't feel tired after spending a few hours behind the wheel. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert We suspect its cushiony ride is a result of the increase in sprung weight compared to its powertrain-sharing sibling. Either way, the composed ride doesn't come at the expense of stability of road holding; it takes a fair hit to throw occupants around or unsettle the car. Supporting its easy freeway cruising is a well-calibrated suite of driver-assist gear, echoing the Tiggo 7. Chery says it has put a lot of work into improving this aspect of its cars, and our positive experiences in both of its two newest offerings lend credence to its claims. The Tiggo 8 CSH can confidently keep itself in line with freeway traffic using adaptive cruise control, and it has no problem following bends in the road. Even with the radar cruise deactivated, you won't have significant issues with its passive lane-keeping function unless you're genuinely about to cross a lane marking. It'll resist by steering back into your lane, but release when you turn on the indicator, as it should. Similarly, its blind-spot monitoring system is competent and reliable. And while it has speed limit recognition, its audible overspeed warning is muted by default. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert The only slight hold-up is the driver monitoring system, but even then it's nowhere near as bad as you may expect. Most of the time it's quiet, but it will pipe up if you spend a second too long looking at the infotainment display or your side mirrors. This can at least be deactivated by pressing a button in the car's settings menu. Unfortunately, you'll probably spend a bit of time looking at the screen anyway, as it's strangely tricky to adjust the level of regenerative braking. You can't do it while moving, at least not as far as we could figure out. It's possible to adjust it when stopped, but it's still needlessly complicated – a simple button or shortcut on the car's home screen would sort this out in a heartbeat. Further, the car's brake pedal feels a bit vague and wooden, with little feedback until more pressure is applied. Doing so will engage the car's physical brakes, providing sudden stopping force that can be challenging to manage until you get used to it. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert All that aside, we continue to be impressed with the performance of the CSH system. When everything's working as it should, it's properly smooth – the transition from electric to petrol power is seamless, and power delivery is satisfying and predictable, almost like a traditional plugless hybrid. Under high load, it's nearly impossible to hear the petrol engine fire up or revving away. This surprised us, as the car's cabin insulation is good, but not exceptional, as some road noise still makes its way into the cabin on coarse roads at higher speeds. The car has decent poke from a standstill, pushing you back into your seat nicely thanks to the instant torque of the electric motor. You can lock it in electric-only mode too, where it behaves like a fully electric vehicle, but it'll revert to petrol power above 120km/h or below roughly 25 per cent of battery charge. Its three dive modes (Eco, Normal, and Sport) also do exactly what they say on the tin, making this an enjoyable and predictable car to drive in a variety of conditions – certainly a good step forward over the standard petrol model. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert Unlike the Tiggo 7 CSH, in which we experienced a sudden 'clutch-dump' problem that we detailed in this review, we didn't have any issues while driving the Tiggo 8, and we spent a lot more time driving it than the Tiggo 7 at the press launch. Granted, most of this driving was done on freeways, but it was a consistently trouble-free experience while driving through the regional towns of NSW. Unfortunately, as per the Tiggo 7, the steering is very light at low speeds but doesn't quite manage to weight up enough at higher speeds, creating a somewhat wobbly feel when applying lock on sweeping bends. This was more pronounced in the Tiggo 8 than it was in the Tiggo 7, but a software tweak to the electric power steering systems of both models would likely eliminate it. To see how the Chery Tiggo 8 stacks up against its rivals, use our comparison tool Two grades of the Tiggo 8 Super Hybrid are available at launch. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert 2025 Chery Tiggo 8 Super Hybrid Urban equipment highlights: 19-inch alloy wheels Tyre repair kit Automatic LED projector headlights LED tail-lights Rear fog light Rain-sensing wipers Heated, power-folding side mirrors Auto-dimming rear-view mirror Synthetic leather upholstery Leather-wrapped steering 6-way powered driver's seat adjustment 10.25-inch digital instrument cluster 15.6-inch touchscreen infotainment system Wireless Apple CarPlay and Android Auto DAB+ digital radio Satellite navigation Intelligent voice command Wireless phone charger 1 x USB-A port front and rear 1 x USB-C port front and rear 10-speaker Sony sound system Dual-zone climate control Tiggo 8 Super Hybrid Ultimate adds: Puddle lights Panoramic sunroof Power tailgate 4-way powered driver's seat lumbar support Driver's seat memory function 6-way powered front passenger seat adjustment Heated and ventilated front seats Front passenger seat massage function Head-up display 2 x driver's headrest speakers To see how the Chery Tiggo 8 stacks up against its rivals, use our comparison tool While the petrol Tiggo 8 Pro Max boasts a five-star ANCAP safety rating based on testing conducted in 2023, it's not yet clear whether this rating has been carried over to the Super Hybrids. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert Standard safety equipment highlights: 9 airbags, including: Adaptive cruise control Autonomous emergency braking (AEB) Blind-spot monitor Driver monitoring system Front and rear parking sensors Lane-change assist Lane-keep assist Rear cross-traffic alert Safe exit assist Surround-view monitor Traffic jam assist Tyre pressure monitoring To see how the Chery Tiggo 8 stacks up against its rivals, use our comparison tool Like the broader Chery Australia range, the Tiggo 8 Super Hybrid is backed by a seven-year, unlimited-kilometre warranty. Service intervals are 12 months or 15,000km, whichever comes first. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert Chery's individual service prices are detailed below. For context, a non-hybrid, front-wheel drive Tiggo 8 Pro Max will cost $2201.93 to service over seven years, while the Tiggo 7 Super Hybrid costs the same as its larger, powertrain-sharing sibling at $3174.15 over the same period. To see how the Chery Tiggo 8 stacks up against its rivals, use our comparison tool Chery's Super Hybrid system has injected new life into the Tiggo 8, and the low prices make this a seriously compelling seven-seat offer. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert It's mind-boggling just how much cheaper this car is compared to its established rivals. Sure, some could argue there's more substance to an equivalent Mitsubishi or a Mazda in terms of presentation, but they are the same size and Chery's tech is more modern. Some (like me) prefer the physical buttons you get in those competitors, but it's impossible to ignore the quality of the Tiggo 8's interior systems. It's also a vast improvement over the standard petrol Tiggo 8. Then there's the ride, which is pillowy without making this SUV boat-like around corners. The ride/handling tune is exactly where it should be for a car like this and, as mentioned, it makes long hours being the wheel easy. Likewise, the Super Hybrid powertrain is a well-sorted system that succeeds in capturing some of the characteristics of a mainstream Toyota hybrid. The strong and smooth acceleration from both the electric and petrol power sources is a highlight, yet it remained comfortably efficient during our relatively brief drive. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert But of course no car is perfect, and the Tiggo 8's steering certainly isn't. Slight revisions to the electric power-assistance would do wonders to improve how confident the car feels on-road. The brakes can also be difficult to get used to if you try to drive as you would in most other cars. Again, a minor adjustment in regenerative braking system management would help here too, with a little more cohesion required between regen and physical braking. It's also hard to forget the potentially dangerous issue we had with the Tiggo 7 CSH, which suggests some PHEV powertrain niggles may exist, but the Tiggo 8 CSH did restore confidence in the system after two hours of trouble-free driving in it back to Sydney. Steering and braking finetuning aside, the Tiggo 8 CSH is a very compelling package that's well worth considering if you're after a very economical, very competitively priced seven-seat SUV. 2025 Chery Tiggo 8 Super Hybrid Credit: CarExpert CarExpert can save you thousands on a new Chery Tiggo 8. Click here to get a great deal. MORE: Explore the Chery Tiggo 8 showroom Premium interior Plush ride, smooth powertrain Undeniably class-leading value Indirect, 'wobbly' steering Wooden brake feel Requires 95-octane juice
