2025 GAC GS8 review
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 Under.MORE: Inside Chinese brand GAC's bold plan to storm Australian sales top 10
Content originally sourced from: CarExpert.com.au
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 Under.MORE: Inside Chinese brand GAC's bold plan to storm Australian sales top 10
Content originally sourced from: CarExpert.com.au
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 Under.MORE: Inside Chinese brand GAC's bold plan to storm Australian sales top 10
Content originally sourced from: CarExpert.com.au
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 Under.MORE: Inside Chinese brand GAC's bold plan to storm Australian sales top 10
Content originally sourced from: CarExpert.com.au
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'Don't slam brakes on EVs': sparks fly over fee push
Motorists could face distance-based fees to drive on Australian roads as part of a proposed tax change expected to be on the menu of Treasurer Jim Chalmers' economic roundtable. Momentum is building for a road user charge, seen by one federal frontbencher as a "sensible" solution to fund road maintenance as more people switch to electric vehicles. But EV owners are urging the government not to slow the transition from internal combustion. The tax change was flagged by the treasurer during a speech in June, saying he was working with the states and territories "on the future of road-user charging" for EVs. A group of transport industry leaders, convened by Infrastructure Partnerships Australia, met on Monday to discuss a preferred model for a road user charge. Roads Australia chief executive Ehssan Veiszadeh attended the meeting and said without changes, Australia risked falling short on the infrastructure needed to support its growing population and economy. Money collected as part of the fuel excise is allocated for fixing roads, but concerns have been raised there will be less set aside in coming years as the number of EVs increases. "Without reform, we risk a future where our roads are underfunded, unsafe, and unable to support the demands of a growing population," Mr Veiszadeh said. No public recommendations were released from the meeting but the infrastructure partnerships group will use the discussion as the basis for a briefing to Treasury before next week's roundtable. The government had an opportunity to promote EV uptake by using the revenue generated from a road user charge to roll out charging infrastructure, Infrastructure Partnerships Australia chief executive Adrian Dwyer said. "The primary impediment to the greater uptake of electric vehicles is range anxiety - we can kill two birds with one stone by future-proofing our funding system and paying for the charging network that will drive EV uptake," he said. While the federal government has maintained the issue is for states and territories, frontbencher Tanya Plibersek said the idea of a tax for EV users made sense. "I don't think anything's happening tomorrow, but I do think it's sensible ... for the states and territories, to look long term at what they do, to make sure that there's enough money to build the roads that people want to drive on," she told Seven's Sunrise program. Victoria tried to put in place a two cent per kilometre charge on EV users in 2023, but the proposal was overruled by the High Court, effectively banning states from implementing a road user charge and leaving the issue in the lap of the Commonwealth. NSW has assumed one will eventually be implemented regardless. In its latest budget, the state's treasurer, Daniel Mookhey, forecast a road user charge kicking in by 2027/28, which is estimated to bring in $73 million. New Zealand has a road user charge scheme for EVs based on vehicle weight and distance driven. Last week the NZ government announced petrol cars would also have to pay the charge, while its fuel excise would be scrapped. EV owners group the Australian Electric Vehicle Association said any road user charge must be universal and not incentivise internal combustion vehicles over EVs. The introduction of road user charges should not slam the brakes on Australia's shift to clean transport, Electric Vehicle Council chief executive Julie Delvecchio said. "Reforms should only apply once electric vehicles reach 30 per cent of new vehicle sales." EVs accounted for about 12 per cent of new car sales in the first half of 2025. Coalition senator Jane Hume said more needed to be done to fix ailing roads, which a broader road tax could achieve. Motorists could face distance-based fees to drive on Australian roads as part of a proposed tax change expected to be on the menu of Treasurer Jim Chalmers' economic roundtable. Momentum is building for a road user charge, seen by one federal frontbencher as a "sensible" solution to fund road maintenance as more people switch to electric vehicles. But EV owners are urging the government not to slow the transition from internal combustion. The tax change was flagged by the treasurer during a speech in June, saying he was working with the states and territories "on the future of road-user charging" for EVs. A group of transport industry leaders, convened by Infrastructure Partnerships Australia, met on Monday to discuss a preferred model for a road user charge. Roads Australia chief executive Ehssan Veiszadeh attended the meeting and said without changes, Australia risked falling short on the infrastructure needed to support its growing population and economy. Money collected as part of the fuel excise is allocated for fixing roads, but concerns have been raised there will be less set aside in coming years as the number of EVs increases. "Without reform, we risk a future where our roads are underfunded, unsafe, and unable to support the demands of a growing population," Mr Veiszadeh said. No public recommendations were released from the meeting but the infrastructure partnerships group will use the discussion as the basis for a briefing to Treasury before next week's roundtable. The government had an opportunity to promote EV uptake by using the revenue generated from a road user charge to roll out charging infrastructure, Infrastructure Partnerships Australia chief executive Adrian Dwyer said. "The primary impediment to the greater uptake of electric vehicles is range anxiety - we can kill two birds with one stone by future-proofing our funding system and paying for the charging network that will drive EV uptake," he said. While the federal government has maintained the issue is for states and territories, frontbencher Tanya Plibersek said the idea of a tax for EV users made sense. "I don't think anything's happening tomorrow, but I do think it's sensible ... for the states and territories, to look long term at what they do, to make sure that there's enough money to build the roads that people want to drive on," she told Seven's Sunrise program. Victoria tried to put in place a two cent per kilometre charge on EV users in 2023, but the proposal was overruled by the High Court, effectively banning states from implementing a road user charge and leaving the issue in the lap of the Commonwealth. NSW has assumed one will eventually be implemented regardless. In its latest budget, the state's treasurer, Daniel Mookhey, forecast a road user charge kicking in by 2027/28, which is estimated to bring in $73 million. New Zealand has a road user charge scheme for EVs based on vehicle weight and distance driven. Last week the NZ government announced petrol cars would also have to pay the charge, while its fuel excise would be scrapped. EV owners group the Australian Electric Vehicle Association said any road user charge must be universal and not incentivise internal combustion vehicles over EVs. The introduction of road user charges should not slam the brakes on Australia's shift to clean transport, Electric Vehicle Council chief executive Julie Delvecchio said. "Reforms should only apply once electric vehicles reach 30 per cent of new vehicle sales." EVs accounted for about 12 per cent of new car sales in the first half of 2025. Coalition senator Jane Hume said more needed to be done to fix ailing roads, which a broader road tax could achieve. Motorists could face distance-based fees to drive on Australian roads as part of a proposed tax change expected to be on the menu of Treasurer Jim Chalmers' economic roundtable. Momentum is building for a road user charge, seen by one federal frontbencher as a "sensible" solution to fund road maintenance as more people switch to electric vehicles. But EV owners are urging the government not to slow the transition from internal combustion. The tax change was flagged by the treasurer during a speech in June, saying he was working with the states and territories "on the future of road-user charging" for EVs. A group of transport industry leaders, convened by Infrastructure Partnerships Australia, met on Monday to discuss a preferred model for a road user charge. Roads Australia chief executive Ehssan Veiszadeh attended the meeting and said without changes, Australia risked falling short on the infrastructure needed to support its growing population and economy. Money collected as part of the fuel excise is allocated for fixing roads, but concerns have been raised there will be less set aside in coming years as the number of EVs increases. "Without reform, we risk a future where our roads are underfunded, unsafe, and unable to support the demands of a growing population," Mr Veiszadeh said. No public recommendations were released from the meeting but the infrastructure partnerships group will use the discussion as the basis for a briefing to Treasury before next week's roundtable. The government had an opportunity to promote EV uptake by using the revenue generated from a road user charge to roll out charging infrastructure, Infrastructure Partnerships Australia chief executive Adrian Dwyer said. "The primary impediment to the greater uptake of electric vehicles is range anxiety - we can kill two birds with one stone by future-proofing our funding system and paying for the charging network that will drive EV uptake," he said. While the federal government has maintained the issue is for states and territories, frontbencher Tanya Plibersek said the idea of a tax for EV users made sense. "I don't think anything's happening tomorrow, but I do think it's sensible ... for the states and territories, to look long term at what they do, to make sure that there's enough money to build the roads that people want to drive on," she told Seven's Sunrise program. Victoria tried to put in place a two cent per kilometre charge on EV users in 2023, but the proposal was overruled by the High Court, effectively banning states from implementing a road user charge and leaving the issue in the lap of the Commonwealth. NSW has assumed one will eventually be implemented regardless. In its latest budget, the state's treasurer, Daniel Mookhey, forecast a road user charge kicking in by 2027/28, which is estimated to bring in $73 million. New Zealand has a road user charge scheme for EVs based on vehicle weight and distance driven. Last week the NZ government announced petrol cars would also have to pay the charge, while its fuel excise would be scrapped. EV owners group the Australian Electric Vehicle Association said any road user charge must be universal and not incentivise internal combustion vehicles over EVs. The introduction of road user charges should not slam the brakes on Australia's shift to clean transport, Electric Vehicle Council chief executive Julie Delvecchio said. "Reforms should only apply once electric vehicles reach 30 per cent of new vehicle sales." EVs accounted for about 12 per cent of new car sales in the first half of 2025. Coalition senator Jane Hume said more needed to be done to fix ailing roads, which a broader road tax could achieve. Motorists could face distance-based fees to drive on Australian roads as part of a proposed tax change expected to be on the menu of Treasurer Jim Chalmers' economic roundtable. Momentum is building for a road user charge, seen by one federal frontbencher as a "sensible" solution to fund road maintenance as more people switch to electric vehicles. But EV owners are urging the government not to slow the transition from internal combustion. The tax change was flagged by the treasurer during a speech in June, saying he was working with the states and territories "on the future of road-user charging" for EVs. A group of transport industry leaders, convened by Infrastructure Partnerships Australia, met on Monday to discuss a preferred model for a road user charge. Roads Australia chief executive Ehssan Veiszadeh attended the meeting and said without changes, Australia risked falling short on the infrastructure needed to support its growing population and economy. Money collected as part of the fuel excise is allocated for fixing roads, but concerns have been raised there will be less set aside in coming years as the number of EVs increases. "Without reform, we risk a future where our roads are underfunded, unsafe, and unable to support the demands of a growing population," Mr Veiszadeh said. No public recommendations were released from the meeting but the infrastructure partnerships group will use the discussion as the basis for a briefing to Treasury before next week's roundtable. The government had an opportunity to promote EV uptake by using the revenue generated from a road user charge to roll out charging infrastructure, Infrastructure Partnerships Australia chief executive Adrian Dwyer said. "The primary impediment to the greater uptake of electric vehicles is range anxiety - we can kill two birds with one stone by future-proofing our funding system and paying for the charging network that will drive EV uptake," he said. While the federal government has maintained the issue is for states and territories, frontbencher Tanya Plibersek said the idea of a tax for EV users made sense. "I don't think anything's happening tomorrow, but I do think it's sensible ... for the states and territories, to look long term at what they do, to make sure that there's enough money to build the roads that people want to drive on," she told Seven's Sunrise program. Victoria tried to put in place a two cent per kilometre charge on EV users in 2023, but the proposal was overruled by the High Court, effectively banning states from implementing a road user charge and leaving the issue in the lap of the Commonwealth. NSW has assumed one will eventually be implemented regardless. In its latest budget, the state's treasurer, Daniel Mookhey, forecast a road user charge kicking in by 2027/28, which is estimated to bring in $73 million. New Zealand has a road user charge scheme for EVs based on vehicle weight and distance driven. Last week the NZ government announced petrol cars would also have to pay the charge, while its fuel excise would be scrapped. EV owners group the Australian Electric Vehicle Association said any road user charge must be universal and not incentivise internal combustion vehicles over EVs. The introduction of road user charges should not slam the brakes on Australia's shift to clean transport, Electric Vehicle Council chief executive Julie Delvecchio said. "Reforms should only apply once electric vehicles reach 30 per cent of new vehicle sales." EVs accounted for about 12 per cent of new car sales in the first half of 2025. Coalition senator Jane Hume said more needed to be done to fix ailing roads, which a broader road tax could achieve.
West Australian
11 hours ago
- West Australian
Free ride could soon be over for EV owners as the Australian Government eyes national road-user charge
The free ride could soon be over for electric vehicle owners with the Australian Government confirming it's eyeing a national road-user charge. As petrol and diesel cars disappear from the roads, senior Labor ministers admit it's 'no secret' EV drivers may soon face new fees to help pay for Australia's crumbling infrastructure amid speculation it's on the agenda at next week's economic reform roundtable. Tanya Plibersek said the measure was being considered as declining numbers of petrol and diesel vehicles eroded Australia's fuel excise revenue — a major source of road funding. 'It's no secret that as the number of petrol vehicles and diesel vehicles goes down, the take from fuel excise decreases. That means less money for building and maintaining roads. So, the States and Territories have been looking at this for some time,' she said. She stressed any charge 'wouldn't be happening tomorrow' but said it was important to consider long-term measures to secure road funding. 'I'm sure the Treasurer will be very interested in the discussion,' she said. Fellow frontbencher Murray Watt downplayed the discussions. 'It's no secret that we've said previously we'll work with the states and territories on this matter,' Watt said. Senator Watt said it was too 'premature' to say when the charge would be enforced: 'I wouldn't want to jump ahead of any sort of decision-making with that'. 'You'd be aware that there was a High Court decision which really raised this issue front and centre and ever since then, we've been working with the states and territories,' he added. Victoria had tried to implement a State-based road-user charge in 2021 but the proposal was struck down in 2023 by the High Court of Australia. Identifying that it needs to be introduced at a Federal level the Albanese Government is working on a scheme of its own. Federal Labor support for the charge came as Treasurer Jim Chalmers attended an Infrastructure Partnerships Australia-hosted road-user charging forum alongside industry members and public servants in Sydney on Monday. IPA chief executive Adrian Dwyer told the ABC momentum was growing to introduce a distance-based charge for EV owners and said it would have little impact on EV adoption. Nationals MP Barnaby Joyce said he supported EV drivers paying their fair share. 'They definitely should, 100 per cent they should,' Mr Joyce said. Mr Joyce said current system unfairly benefitted city drivers who were less likely to use combustion-powered vehicles than those in the regions. 'I have a sense there's a lot of EVs in Tanya's electorate. We out here are overwhelmingly combustion engines because… it's different terrain and we feel that we're paying the excise that other people in the inner city are getting away with,' he said. Opposition leader Sussan Ley accused the Albanese Government of convening the three-day roundtable next week to 'work out how they can levy more taxes on Australians' using the EV charge as an example. 'They're getting ready for their productivity roundtable. It's three days of working out how they can levy more taxes on Australians. We're watching them closely,' she told 4GB radio on Monday. Roads Australia chief executive Ehssan Veiszadeh was among guests at the Sydney forum and welcomed the charge, saying there needed to be a fair, transparent and future-ready fee system. 'Fuel excise revenue is in terminal decline. Without reform, we risk a future where our roads are underfunded, unsafe, and unable to support the demands of a growing population,' Mr Veiszadeh said. 'We're not just talking about replacing a tax — we're talking about rebuilding equity in how we fund the roads Australians rely on every day,' Mr Veiszadeh said. Australian Automobile Association managing director Michael Bradley was also in attendance. Other nations, including New Zealand, have already implemented all road user charge.
AU Financial Review
12 hours ago
- AU Financial Review
What we learnt: Two blue-chip CEOs say bye, ASX battler's private equity fight
The big result: CAR Group | As Carsales owner CAR Group's Cameron McIntyre fronts up for a final tour of investor duties this week, we can't help but wonder whether he's really done with executive life. McIntyre has CAR firing on all cylinders. He has helped turn a dominant Australian car classifies business into a global player with healthy businesses in the United States, Brazil and Korea, while continually finding ways to grow the core Australian business.
