Thousands to be impacted by major Australian licence change
A new change to Australia's road rules has just come into effect, threatening the licences of thousands of people across the country.
Permanent residents from multiple countries have been told they will no longer be able to use their foreign driver or rider licences to obtain the equivalent Australian licence.
The Experienced Driver Recognition (EDR) status has allowed people from certain nations to skip retaking a driving test after moving to Australia if they have already passed the test in their country of origin.
The EDR has been phased out from Wednesday in all states and territories except New South Wales and Western Australia — where it will end on October 31 — and Queensland, where it ends in mid-2025.
Austroads said the changes reflect the development of training and road safety in Australia.
'The scheme was put in place over 20 years ago and licence training and testing have significantly changed over that period,' it said.
'The new scheme has been revised to reflect the changes in Australia's car and motorcycle licensing systems, which were designed to improve road safety.'
International drivers from Bulgaria, Czech Republic, Estonia, Hungary, Hong Kong, Latvia, Lithuania, Poland, Republic of Cyprus, Republic of Korea (South Korea), Republic of Serbia, Romania, Slovakia, Slovenia, South Africa and Taiwan will now be required to take Australian driving tests to receive a valid licence.
These changes do not apply to temporary visitors to Australia, who will still be able to drive with a valid overseas licence.
The phasing out of the EDR does not affect the Recognition Status scheme covering drivers from other countries including the US and UK.
'After April 30, 2025, people who wish to apply for an Australian licence and who hold a licence issued by a country that does not hold a Recognition Status will likely need to complete additional training and testing before being granted an Australian licence,' Austroads said.
'If you are 25 years of age or older and miss the deadline for exchanging your licence issued by a country or jurisdiction on the Experienced Driver Recognition list, it is likely that you will have to undertake further training and testing before you can be issued with an Australian licence.'
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The Advertiser
4 hours ago
- The Advertiser
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MORE: Explore the Ford Ranger showroom Content originally sourced from: Ford says its new Ranger PHEV ute is the 'best tool for the job', despite it failing to match key rivals on battery capacity, power, and electric driving range. Launched in the Australian market last month ahead of imminent customer deliveries, plug-in hybrid versions of the Ranger are propelled by the combination of a 2.3-litre turbo-petrol four cylinder engine and a rear-mounted electric motor, producing a combined 207kW of power and 697Nm of torque. The electric motor sources power from an 11.8kWh lithium-ion battery, which caps the ute's electric driving range at a claimed 49km on the NEDC cycle. The Ranger PHEV is one of three plug-in hybrid utes now available Down Under, alongside the BYD Shark 6 and GWM Cannon Alpha PHEV. Both Chinese rivals outgun the Ranger on power, EV range and fuel-efficiency, calling into question the competitiveness of Ford's newest model. 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The Advertiser
11 hours ago
- The Advertiser
2025 GAC GS8 review
Among the horde of Chinese brands set to storm the Australian market this year is GAC (Guangzhou Automobile Group), which has lofty ambitions of being a top 10 player locally by 2030. A key model that's likely to figure in the brand's initial lineup is the GAC GS8 large SUV, which would take the fight to other car-based seven-seat wagons such as the Toyota Kluger, Hyundai Palisade and Nissan Pathfinder. Looking somewhat like a shrunken Cadillac Escalade, the G8 measures 4980mm long, 1950mm wide and 1780mm tall, which makes it a fraction larger than the Kluger in all dimensions. Despite its girth (the full-spec 4WD model we tested weighs 2030kg), the only powertrain offered in the GS8 is a 2.0-litre four-cylinder turbo-petrol engine that ekes out 182kW of power and 400Nm of torque, with drive sent to all four wheels via an eight-speed automatic transmission. And, although it's underpinned by a monocoque chassis (rather than a rugged ladder frame), the GS8 has Sand, Mud and Snow drive modes, so it has at least on-paper all-terrain capabilities. However, the fact it comes equipped with road-biased 50-series tyres wrapped around 20-inch rims is a pointer to the fact it's conceived more as an urban warrior than an off-road demon. We tested the GAC GS8 in the United Arab Emirates, where the entry-level front-wheel-drive variant is priced from AED149,900 (A$66,725). Our test vehicle was the 4WD GX range-topper, which is priced from AED169,900 (A$75,627), with the added spend bringing a swag of mod-cons and safety kit as standard. If these prices were to be reflected in the Australian market, it would position the GS8 lineball with the Toyota Kluger, Hyundai Palisade, Nissan Pathfinder, et al. The challenge for the GAC GS8 is that it would be entering the market as a new brand and nameplate, whereas the rivals mentioned above are long-established entities. However, in the GAC's favour would likely be a more generous standard kit list (if the local-spec GS8 will be similarly equipped to the UAE version), and it's possible the local GAC beancounters would sharpen their pricing pens to entice buyers to the brand. The GAC GS8 isn't short on mod-cons, bells and whistles, but it's slightly let down by trim materials that are on the 'el-cheapo' end of the scale. The centrepiece of the range-topping GS8 GX's cabin is an expansive 14.6-inch infotainment system, while facing the driver is a 7.0-inch digitised instrument cluster. Both interfaces are clearly laid out and generally intuitive to use. A head-up display enables you to keep your eyes glued to the road, while the ultra-high-resolution surround-view display makes slotting into tight parking spots a breeze. Other standard goodies include a wireless charging pad, three-zone climate control, a panoramic sunroof, and multi-color intelligent ambient lighting which pulses in tandem with the infotainment system. Ten-way power adjustment for the driver's seat means you can easily conjure up a comfortable position behind the wheel, while the relatively large and upright glasshouse makes for good visibility in all directions. Occupants of the first- and second-row seats have little to complain about, but the pair of third-row pews are of the kiddies-only variety as even simply accessing these is an exercise in calisthenics. As alluded to earlier, cabin ambience is generally okay, but it's let down by a cheap feel as the leather/leatherette seat upholstery and hard plastic trim on the doors and centre console are evidence of cost-saving. The shortfall in interior aesthetic appeal is all the more notable as, in recent years, several Chinese brands have significantly raised the bar in this department. Considering it's a large three-row SUV that measures a smidgeon under 5.0 metres long and 2.0m wide, one might have expected a V6 to be the default powertrain in the GAC GS8. However, the only engine on offer is a 2.0-litre four-cylinder turbo-petrol mill that ekes out 182kW at 5200rpm and 400Nm over 1750-4000rpm – modest outputs for a chariot that weighs over two tonnes, and it translates to leisurely performance in the cut-and-thrust of traffic. The Aisin eight-speed auto through which drive is channelled is a smooth-shifting unit, but the calibration errs towards early upshifts in the chase for better fuel economy, further sapping performance. Extracting anything resembling lively acceleration requires you to stand on the throttle, thereby prompting the transmission to downshift, but the ensuing sharp rise in revs compromises refinement as the decibel level escalates. The drivetrain would likely be just fine in a smaller and lighter vehicle, but it feels a bit undernourished to be hauling around a full-size SUV. Although the GAC GS8 falls slightly short in terms of its powertrain and cabin ambience, the rest of the package is pretty good. Underpinned by GAC's GPMA-L modular platform, the GS8 features a MacPherson suspension setup at the front and a multi-link arrangement at the rear. This hardware delivers ride and refinement levels that are on par with pretty much anything else in the segment. Pootle around in Comfort mode and most road-surface imperfections are comfortably ironed out. Ambient noise is also well suppressed, with only a trace of wind rustle from around A-pillars at highway speeds permeating into the cabin. As for handling dynamics, the big SUV feels a bit roly-poly and flaccid in Comfort mode but switching drive modes to Dynamic yields a sharp contrast. The steering becomes weightier and crisper, the suspension firms up, and throttle/transmission response also sharpens significantly. All told, the GS8 serves up a more sophisticated ride/handling balance than we might have expected, and it can hold its own against other offerings in its segment. As elaborated on earlier, the 2.0-litre motor has its work cut out to haul the 2.0-tonne wagon around, so you need to keep it percolating in the mid to upper ranges of its rev band to extract decent performance. Although the GS8 has Sand, Mud and Snow drive modes, it's more a light-duty all-terrainer than a hardcore dune basher and mud mauler. The fact it's shod with road-biased 50 Series rubber wrapped around 20-inch rims says it all – it's conceived more for urban schlepping than rugged outback adventures. Muddy swamps and towering dunes might be beyond its brief, but moderate off-road terrain – rutted gravel tracks, hard-packed sand, water crossings up to half-a-metre deep, etc – is within its capabilities. Visually, the GS8 certainly has presence, with its Cadillac Escalade-inspired styling setting it apart from the horde. With its large chrome-laden grille, angular headlights and sharp-edged proportions, the GAC won't be mistaken for any of its Japanese/Korean rivals. The GS8's pseudo-American visuals might not be to everyone's tastes but, to my eye, the Chinese SUV gels okay aesthetically and it's bound to at least spark curiosity. On test here is the GAC GS8 GX. 2025 GAC GS8 GX equipment highlights: No crash test results are available for the GAC GS8, although the previous-generation model managed to earn a five-star crash-test rating from C-NCAP (China New Car Assessment Program). We'd expect the current-gen GS8 to also fare well on the safety front, with dual front, side and curtain airbag fitted as standard across the range. The flagship GX supplements this quota with a knee airbag for the driver. Standard safety features include: The GAC GS8 is not without its merits, and it stands up as a credible would-be alternative to the existing seven-seat large SUV offerings priced in the $60-85k bracket. GAC has nailed most of the key criteria with the GS8, and if the mid-cycle update or next-gen model were to address the slightly low-rent interior and undernourished powertrain, the result would be a well-rounded family SUV. But even as it stands, the GS8 is proof the incoming GAC marque has legitimate potential as a mainstream volume brand Down Inside Chinese brand GAC's bold plan to storm Australian sales top 10 Content originally sourced from: Among the horde of Chinese brands set to storm the Australian market this year is GAC (Guangzhou Automobile Group), which has lofty ambitions of being a top 10 player locally by 2030. A key model that's likely to figure in the brand's initial lineup is the GAC GS8 large SUV, which would take the fight to other car-based seven-seat wagons such as the Toyota Kluger, Hyundai Palisade and Nissan Pathfinder. Looking somewhat like a shrunken Cadillac Escalade, the G8 measures 4980mm long, 1950mm wide and 1780mm tall, which makes it a fraction larger than the Kluger in all dimensions. Despite its girth (the full-spec 4WD model we tested weighs 2030kg), the only powertrain offered in the GS8 is a 2.0-litre four-cylinder turbo-petrol engine that ekes out 182kW of power and 400Nm of torque, with drive sent to all four wheels via an eight-speed automatic transmission. And, although it's underpinned by a monocoque chassis (rather than a rugged ladder frame), the GS8 has Sand, Mud and Snow drive modes, so it has at least on-paper all-terrain capabilities. However, the fact it comes equipped with road-biased 50-series tyres wrapped around 20-inch rims is a pointer to the fact it's conceived more as an urban warrior than an off-road demon. We tested the GAC GS8 in the United Arab Emirates, where the entry-level front-wheel-drive variant is priced from AED149,900 (A$66,725). Our test vehicle was the 4WD GX range-topper, which is priced from AED169,900 (A$75,627), with the added spend bringing a swag of mod-cons and safety kit as standard. If these prices were to be reflected in the Australian market, it would position the GS8 lineball with the Toyota Kluger, Hyundai Palisade, Nissan Pathfinder, et al. The challenge for the GAC GS8 is that it would be entering the market as a new brand and nameplate, whereas the rivals mentioned above are long-established entities. However, in the GAC's favour would likely be a more generous standard kit list (if the local-spec GS8 will be similarly equipped to the UAE version), and it's possible the local GAC beancounters would sharpen their pricing pens to entice buyers to the brand. The GAC GS8 isn't short on mod-cons, bells and whistles, but it's slightly let down by trim materials that are on the 'el-cheapo' end of the scale. The centrepiece of the range-topping GS8 GX's cabin is an expansive 14.6-inch infotainment system, while facing the driver is a 7.0-inch digitised instrument cluster. Both interfaces are clearly laid out and generally intuitive to use. A head-up display enables you to keep your eyes glued to the road, while the ultra-high-resolution surround-view display makes slotting into tight parking spots a breeze. Other standard goodies include a wireless charging pad, three-zone climate control, a panoramic sunroof, and multi-color intelligent ambient lighting which pulses in tandem with the infotainment system. Ten-way power adjustment for the driver's seat means you can easily conjure up a comfortable position behind the wheel, while the relatively large and upright glasshouse makes for good visibility in all directions. Occupants of the first- and second-row seats have little to complain about, but the pair of third-row pews are of the kiddies-only variety as even simply accessing these is an exercise in calisthenics. As alluded to earlier, cabin ambience is generally okay, but it's let down by a cheap feel as the leather/leatherette seat upholstery and hard plastic trim on the doors and centre console are evidence of cost-saving. The shortfall in interior aesthetic appeal is all the more notable as, in recent years, several Chinese brands have significantly raised the bar in this department. Considering it's a large three-row SUV that measures a smidgeon under 5.0 metres long and 2.0m wide, one might have expected a V6 to be the default powertrain in the GAC GS8. However, the only engine on offer is a 2.0-litre four-cylinder turbo-petrol mill that ekes out 182kW at 5200rpm and 400Nm over 1750-4000rpm – modest outputs for a chariot that weighs over two tonnes, and it translates to leisurely performance in the cut-and-thrust of traffic. The Aisin eight-speed auto through which drive is channelled is a smooth-shifting unit, but the calibration errs towards early upshifts in the chase for better fuel economy, further sapping performance. Extracting anything resembling lively acceleration requires you to stand on the throttle, thereby prompting the transmission to downshift, but the ensuing sharp rise in revs compromises refinement as the decibel level escalates. The drivetrain would likely be just fine in a smaller and lighter vehicle, but it feels a bit undernourished to be hauling around a full-size SUV. Although the GAC GS8 falls slightly short in terms of its powertrain and cabin ambience, the rest of the package is pretty good. Underpinned by GAC's GPMA-L modular platform, the GS8 features a MacPherson suspension setup at the front and a multi-link arrangement at the rear. This hardware delivers ride and refinement levels that are on par with pretty much anything else in the segment. Pootle around in Comfort mode and most road-surface imperfections are comfortably ironed out. Ambient noise is also well suppressed, with only a trace of wind rustle from around A-pillars at highway speeds permeating into the cabin. As for handling dynamics, the big SUV feels a bit roly-poly and flaccid in Comfort mode but switching drive modes to Dynamic yields a sharp contrast. The steering becomes weightier and crisper, the suspension firms up, and throttle/transmission response also sharpens significantly. All told, the GS8 serves up a more sophisticated ride/handling balance than we might have expected, and it can hold its own against other offerings in its segment. As elaborated on earlier, the 2.0-litre motor has its work cut out to haul the 2.0-tonne wagon around, so you need to keep it percolating in the mid to upper ranges of its rev band to extract decent performance. Although the GS8 has Sand, Mud and Snow drive modes, it's more a light-duty all-terrainer than a hardcore dune basher and mud mauler. The fact it's shod with road-biased 50 Series rubber wrapped around 20-inch rims says it all – it's conceived more for urban schlepping than rugged outback adventures. Muddy swamps and towering dunes might be beyond its brief, but moderate off-road terrain – rutted gravel tracks, hard-packed sand, water crossings up to half-a-metre deep, etc – is within its capabilities. Visually, the GS8 certainly has presence, with its Cadillac Escalade-inspired styling setting it apart from the horde. With its large chrome-laden grille, angular headlights and sharp-edged proportions, the GAC won't be mistaken for any of its Japanese/Korean rivals. The GS8's pseudo-American visuals might not be to everyone's tastes but, to my eye, the Chinese SUV gels okay aesthetically and it's bound to at least spark curiosity. On test here is the GAC GS8 GX. 2025 GAC GS8 GX equipment highlights: No crash test results are available for the GAC GS8, although the previous-generation model managed to earn a five-star crash-test rating from C-NCAP (China New Car Assessment Program). We'd expect the current-gen GS8 to also fare well on the safety front, with dual front, side and curtain airbag fitted as standard across the range. The flagship GX supplements this quota with a knee airbag for the driver. Standard safety features include: The GAC GS8 is not without its merits, and it stands up as a credible would-be alternative to the existing seven-seat large SUV offerings priced in the $60-85k bracket. GAC has nailed most of the key criteria with the GS8, and if the mid-cycle update or next-gen model were to address the slightly low-rent interior and undernourished powertrain, the result would be a well-rounded family SUV. But even as it stands, the GS8 is proof the incoming GAC marque has legitimate potential as a mainstream volume brand Down Inside Chinese brand GAC's bold plan to storm Australian sales top 10 Content originally sourced from: Among the horde of Chinese brands set to storm the Australian market this year is GAC (Guangzhou Automobile Group), which has lofty ambitions of being a top 10 player locally by 2030. A key model that's likely to figure in the brand's initial lineup is the GAC GS8 large SUV, which would take the fight to other car-based seven-seat wagons such as the Toyota Kluger, Hyundai Palisade and Nissan Pathfinder. Looking somewhat like a shrunken Cadillac Escalade, the G8 measures 4980mm long, 1950mm wide and 1780mm tall, which makes it a fraction larger than the Kluger in all dimensions. Despite its girth (the full-spec 4WD model we tested weighs 2030kg), the only powertrain offered in the GS8 is a 2.0-litre four-cylinder turbo-petrol engine that ekes out 182kW of power and 400Nm of torque, with drive sent to all four wheels via an eight-speed automatic transmission. And, although it's underpinned by a monocoque chassis (rather than a rugged ladder frame), the GS8 has Sand, Mud and Snow drive modes, so it has at least on-paper all-terrain capabilities. However, the fact it comes equipped with road-biased 50-series tyres wrapped around 20-inch rims is a pointer to the fact it's conceived more as an urban warrior than an off-road demon. We tested the GAC GS8 in the United Arab Emirates, where the entry-level front-wheel-drive variant is priced from AED149,900 (A$66,725). Our test vehicle was the 4WD GX range-topper, which is priced from AED169,900 (A$75,627), with the added spend bringing a swag of mod-cons and safety kit as standard. If these prices were to be reflected in the Australian market, it would position the GS8 lineball with the Toyota Kluger, Hyundai Palisade, Nissan Pathfinder, et al. The challenge for the GAC GS8 is that it would be entering the market as a new brand and nameplate, whereas the rivals mentioned above are long-established entities. However, in the GAC's favour would likely be a more generous standard kit list (if the local-spec GS8 will be similarly equipped to the UAE version), and it's possible the local GAC beancounters would sharpen their pricing pens to entice buyers to the brand. The GAC GS8 isn't short on mod-cons, bells and whistles, but it's slightly let down by trim materials that are on the 'el-cheapo' end of the scale. The centrepiece of the range-topping GS8 GX's cabin is an expansive 14.6-inch infotainment system, while facing the driver is a 7.0-inch digitised instrument cluster. Both interfaces are clearly laid out and generally intuitive to use. A head-up display enables you to keep your eyes glued to the road, while the ultra-high-resolution surround-view display makes slotting into tight parking spots a breeze. Other standard goodies include a wireless charging pad, three-zone climate control, a panoramic sunroof, and multi-color intelligent ambient lighting which pulses in tandem with the infotainment system. Ten-way power adjustment for the driver's seat means you can easily conjure up a comfortable position behind the wheel, while the relatively large and upright glasshouse makes for good visibility in all directions. Occupants of the first- and second-row seats have little to complain about, but the pair of third-row pews are of the kiddies-only variety as even simply accessing these is an exercise in calisthenics. As alluded to earlier, cabin ambience is generally okay, but it's let down by a cheap feel as the leather/leatherette seat upholstery and hard plastic trim on the doors and centre console are evidence of cost-saving. The shortfall in interior aesthetic appeal is all the more notable as, in recent years, several Chinese brands have significantly raised the bar in this department. Considering it's a large three-row SUV that measures a smidgeon under 5.0 metres long and 2.0m wide, one might have expected a V6 to be the default powertrain in the GAC GS8. However, the only engine on offer is a 2.0-litre four-cylinder turbo-petrol mill that ekes out 182kW at 5200rpm and 400Nm over 1750-4000rpm – modest outputs for a chariot that weighs over two tonnes, and it translates to leisurely performance in the cut-and-thrust of traffic. The Aisin eight-speed auto through which drive is channelled is a smooth-shifting unit, but the calibration errs towards early upshifts in the chase for better fuel economy, further sapping performance. Extracting anything resembling lively acceleration requires you to stand on the throttle, thereby prompting the transmission to downshift, but the ensuing sharp rise in revs compromises refinement as the decibel level escalates. The drivetrain would likely be just fine in a smaller and lighter vehicle, but it feels a bit undernourished to be hauling around a full-size SUV. Although the GAC GS8 falls slightly short in terms of its powertrain and cabin ambience, the rest of the package is pretty good. Underpinned by GAC's GPMA-L modular platform, the GS8 features a MacPherson suspension setup at the front and a multi-link arrangement at the rear. This hardware delivers ride and refinement levels that are on par with pretty much anything else in the segment. Pootle around in Comfort mode and most road-surface imperfections are comfortably ironed out. Ambient noise is also well suppressed, with only a trace of wind rustle from around A-pillars at highway speeds permeating into the cabin. As for handling dynamics, the big SUV feels a bit roly-poly and flaccid in Comfort mode but switching drive modes to Dynamic yields a sharp contrast. The steering becomes weightier and crisper, the suspension firms up, and throttle/transmission response also sharpens significantly. All told, the GS8 serves up a more sophisticated ride/handling balance than we might have expected, and it can hold its own against other offerings in its segment. As elaborated on earlier, the 2.0-litre motor has its work cut out to haul the 2.0-tonne wagon around, so you need to keep it percolating in the mid to upper ranges of its rev band to extract decent performance. Although the GS8 has Sand, Mud and Snow drive modes, it's more a light-duty all-terrainer than a hardcore dune basher and mud mauler. The fact it's shod with road-biased 50 Series rubber wrapped around 20-inch rims says it all – it's conceived more for urban schlepping than rugged outback adventures. Muddy swamps and towering dunes might be beyond its brief, but moderate off-road terrain – rutted gravel tracks, hard-packed sand, water crossings up to half-a-metre deep, etc – is within its capabilities. Visually, the GS8 certainly has presence, with its Cadillac Escalade-inspired styling setting it apart from the horde. With its large chrome-laden grille, angular headlights and sharp-edged proportions, the GAC won't be mistaken for any of its Japanese/Korean rivals. The GS8's pseudo-American visuals might not be to everyone's tastes but, to my eye, the Chinese SUV gels okay aesthetically and it's bound to at least spark curiosity. On test here is the GAC GS8 GX. 2025 GAC GS8 GX equipment highlights: No crash test results are available for the GAC GS8, although the previous-generation model managed to earn a five-star crash-test rating from C-NCAP (China New Car Assessment Program). We'd expect the current-gen GS8 to also fare well on the safety front, with dual front, side and curtain airbag fitted as standard across the range. The flagship GX supplements this quota with a knee airbag for the driver. Standard safety features include: The GAC GS8 is not without its merits, and it stands up as a credible would-be alternative to the existing seven-seat large SUV offerings priced in the $60-85k bracket. GAC has nailed most of the key criteria with the GS8, and if the mid-cycle update or next-gen model were to address the slightly low-rent interior and undernourished powertrain, the result would be a well-rounded family SUV. But even as it stands, the GS8 is proof the incoming GAC marque has legitimate potential as a mainstream volume brand Down Inside Chinese brand GAC's bold plan to storm Australian sales top 10 Content originally sourced from: Among the horde of Chinese brands set to storm the Australian market this year is GAC (Guangzhou Automobile Group), which has lofty ambitions of being a top 10 player locally by 2030. A key model that's likely to figure in the brand's initial lineup is the GAC GS8 large SUV, which would take the fight to other car-based seven-seat wagons such as the Toyota Kluger, Hyundai Palisade and Nissan Pathfinder. Looking somewhat like a shrunken Cadillac Escalade, the G8 measures 4980mm long, 1950mm wide and 1780mm tall, which makes it a fraction larger than the Kluger in all dimensions. Despite its girth (the full-spec 4WD model we tested weighs 2030kg), the only powertrain offered in the GS8 is a 2.0-litre four-cylinder turbo-petrol engine that ekes out 182kW of power and 400Nm of torque, with drive sent to all four wheels via an eight-speed automatic transmission. And, although it's underpinned by a monocoque chassis (rather than a rugged ladder frame), the GS8 has Sand, Mud and Snow drive modes, so it has at least on-paper all-terrain capabilities. However, the fact it comes equipped with road-biased 50-series tyres wrapped around 20-inch rims is a pointer to the fact it's conceived more as an urban warrior than an off-road demon. We tested the GAC GS8 in the United Arab Emirates, where the entry-level front-wheel-drive variant is priced from AED149,900 (A$66,725). Our test vehicle was the 4WD GX range-topper, which is priced from AED169,900 (A$75,627), with the added spend bringing a swag of mod-cons and safety kit as standard. If these prices were to be reflected in the Australian market, it would position the GS8 lineball with the Toyota Kluger, Hyundai Palisade, Nissan Pathfinder, et al. The challenge for the GAC GS8 is that it would be entering the market as a new brand and nameplate, whereas the rivals mentioned above are long-established entities. However, in the GAC's favour would likely be a more generous standard kit list (if the local-spec GS8 will be similarly equipped to the UAE version), and it's possible the local GAC beancounters would sharpen their pricing pens to entice buyers to the brand. The GAC GS8 isn't short on mod-cons, bells and whistles, but it's slightly let down by trim materials that are on the 'el-cheapo' end of the scale. The centrepiece of the range-topping GS8 GX's cabin is an expansive 14.6-inch infotainment system, while facing the driver is a 7.0-inch digitised instrument cluster. Both interfaces are clearly laid out and generally intuitive to use. A head-up display enables you to keep your eyes glued to the road, while the ultra-high-resolution surround-view display makes slotting into tight parking spots a breeze. Other standard goodies include a wireless charging pad, three-zone climate control, a panoramic sunroof, and multi-color intelligent ambient lighting which pulses in tandem with the infotainment system. Ten-way power adjustment for the driver's seat means you can easily conjure up a comfortable position behind the wheel, while the relatively large and upright glasshouse makes for good visibility in all directions. Occupants of the first- and second-row seats have little to complain about, but the pair of third-row pews are of the kiddies-only variety as even simply accessing these is an exercise in calisthenics. As alluded to earlier, cabin ambience is generally okay, but it's let down by a cheap feel as the leather/leatherette seat upholstery and hard plastic trim on the doors and centre console are evidence of cost-saving. The shortfall in interior aesthetic appeal is all the more notable as, in recent years, several Chinese brands have significantly raised the bar in this department. Considering it's a large three-row SUV that measures a smidgeon under 5.0 metres long and 2.0m wide, one might have expected a V6 to be the default powertrain in the GAC GS8. However, the only engine on offer is a 2.0-litre four-cylinder turbo-petrol mill that ekes out 182kW at 5200rpm and 400Nm over 1750-4000rpm – modest outputs for a chariot that weighs over two tonnes, and it translates to leisurely performance in the cut-and-thrust of traffic. The Aisin eight-speed auto through which drive is channelled is a smooth-shifting unit, but the calibration errs towards early upshifts in the chase for better fuel economy, further sapping performance. Extracting anything resembling lively acceleration requires you to stand on the throttle, thereby prompting the transmission to downshift, but the ensuing sharp rise in revs compromises refinement as the decibel level escalates. The drivetrain would likely be just fine in a smaller and lighter vehicle, but it feels a bit undernourished to be hauling around a full-size SUV. Although the GAC GS8 falls slightly short in terms of its powertrain and cabin ambience, the rest of the package is pretty good. Underpinned by GAC's GPMA-L modular platform, the GS8 features a MacPherson suspension setup at the front and a multi-link arrangement at the rear. This hardware delivers ride and refinement levels that are on par with pretty much anything else in the segment. Pootle around in Comfort mode and most road-surface imperfections are comfortably ironed out. Ambient noise is also well suppressed, with only a trace of wind rustle from around A-pillars at highway speeds permeating into the cabin. As for handling dynamics, the big SUV feels a bit roly-poly and flaccid in Comfort mode but switching drive modes to Dynamic yields a sharp contrast. The steering becomes weightier and crisper, the suspension firms up, and throttle/transmission response also sharpens significantly. All told, the GS8 serves up a more sophisticated ride/handling balance than we might have expected, and it can hold its own against other offerings in its segment. As elaborated on earlier, the 2.0-litre motor has its work cut out to haul the 2.0-tonne wagon around, so you need to keep it percolating in the mid to upper ranges of its rev band to extract decent performance. Although the GS8 has Sand, Mud and Snow drive modes, it's more a light-duty all-terrainer than a hardcore dune basher and mud mauler. The fact it's shod with road-biased 50 Series rubber wrapped around 20-inch rims says it all – it's conceived more for urban schlepping than rugged outback adventures. Muddy swamps and towering dunes might be beyond its brief, but moderate off-road terrain – rutted gravel tracks, hard-packed sand, water crossings up to half-a-metre deep, etc – is within its capabilities. Visually, the GS8 certainly has presence, with its Cadillac Escalade-inspired styling setting it apart from the horde. With its large chrome-laden grille, angular headlights and sharp-edged proportions, the GAC won't be mistaken for any of its Japanese/Korean rivals. The GS8's pseudo-American visuals might not be to everyone's tastes but, to my eye, the Chinese SUV gels okay aesthetically and it's bound to at least spark curiosity. On test here is the GAC GS8 GX. 2025 GAC GS8 GX equipment highlights: No crash test results are available for the GAC GS8, although the previous-generation model managed to earn a five-star crash-test rating from C-NCAP (China New Car Assessment Program). We'd expect the current-gen GS8 to also fare well on the safety front, with dual front, side and curtain airbag fitted as standard across the range. The flagship GX supplements this quota with a knee airbag for the driver. Standard safety features include: The GAC GS8 is not without its merits, and it stands up as a credible would-be alternative to the existing seven-seat large SUV offerings priced in the $60-85k bracket. GAC has nailed most of the key criteria with the GS8, and if the mid-cycle update or next-gen model were to address the slightly low-rent interior and undernourished powertrain, the result would be a well-rounded family SUV. But even as it stands, the GS8 is proof the incoming GAC marque has legitimate potential as a mainstream volume brand Down Inside Chinese brand GAC's bold plan to storm Australian sales top 10 Content originally sourced from:
Sky News AU
a day ago
- Sky News AU
Labor mulling family trusts and electric vehicle rebates in major tax reform shakeup for second term economic agenda
Family trusts and electric vehicle rebates are likely to be in the Labor's sights as it looks to raise revenue while delivering income tax cuts and boost the nation's budget. The Albanese government has swept into its second term with a large majority and with it, the promise of tax reform. Treasurer Jim Chalmers on Wednesday hammered in this pledge during an address to the National Press Club where he put forward Labor's case in the productivity-boosting agenda. Sources told the Australian Financial Review Labor is likely to propose higher taxes on family trusts as Treasury ramps up scrutiny of the tax-friendly investment vehicles. Many Australian families and businesses use the trusts to protect their assets and split income between beneficiaries to reap the benefits from the lower tax rates. The individuals who are the beneficiaries of a trust pay their personal income tax rate on the distributions. This means the tax paid on a trust can vary from zero per cent to 47 per cent. Labor at the 2019 election proposed a minimum 30 per cent tax rate on trusts as part of its failed swath of tax reforms, including changes to franking credits, negative gearing and capital gains tax discounts. The possibility the Albanese government is considering changes to family trusts comes as Mr Chalmers on Wednesday flagged a new road-user charge for electric vehicle drivers that would replace the fuel excise. The typical household with a car running on petrol pay more than $1200 in fuel tax while EV drivers are exempt from the levy as they don't use traditional fuel sources. 'We will also continue to work with states and territories on the future of road-user charging,'' Mr Chalmers said. 'All of this represents a big agenda on the supply side of our economy. None of these reforms are simple.' The AFR in March reported the estimated $55m cost of the EV rebate for the 2024-25 financial year had ballooned out to $564m per year in missed tax revenue. Mr Chalmers was also questioned on possible changes to GST ahead of Labor's upcoming productivity roundtable - where Australia's economic agenda will come under the microscope. 'I suspect the states will have a view about the GST. It's not a view I've been attracted to historically, but I'm going to try not to get in the process of shooting ideas between now and the round table,' Mr Chalmers said. AMP's chief economist Shane Oliver urged Labor to hike the GST and apply it across the board to minimise income tax. 'In an ideal world you would have less reliance on income tax and reduce the disincentive effects associated with it and have more reliance on GST,' Mr Oliver told Labor is also embarking on making changes to large superannuation accounts, which includes taxing unrealised capital gains, and has met fierce opposition from business leaders and economists. The changes come as Labor faces a decade of deficits and ballooning costs of the NDIS and defence. Labor also faces reduced tax revenue from lower tobacco excise and falling fossil fuel exports as Australia continues on its renewables shift.
