Latest news with #GuangzhouAutomobileGroup
Nikkei Asia
a day ago
- Automotive
- Nikkei Asia
Chinese carmaker GAC eyes 2026 electric vehicle launch in UK
GAC formed a joint venture with an automotive subsidiary of Abdul Latif Jameel. (GAC's official WeChat account) SHIZUKA TANABE GUANGZHOU -- Guangzhou Automobile Group (GAC) will debut electric vehicles in early 2026, the Chinese state-owned automaker announced Wednesday. GAC has signed a contract to create a joint venture with a Saudi company to handle U.K. sales, which will add thrust to its progress toward its planned goal of entering all European markets by 2028.
Yahoo
10-07-2025
- Automotive
- Yahoo
Pony AI's Gen-7 Robotaxi enters mass production
Pony AI has commenced the mass production of its seventh-generation (Gen-7) Robotaxi, propelling the company towards its target of a 1,000-vehicle fleet by the end of the year. In April, the company revealed its Gen-7 autonomous driving system at the Shanghai Auto Show and has since initiated 'mass production' of the Guangzhou Automobile Group (GAC) in June, and Beijing Automotive Industry Corporation (BAIC) Gen-7 Robotaxi models in July. Following the commencement of mass production, Pony AI also started road testing in Guangzhou and Shenzhen, moving from laboratory and closed-track testing to real-world traffic scenarios. The Gen-7 system features a platform-based design for quick adaptation across different vehicle models and is said to be the first in the world to leverage 100% automotive-grade components. It is claimed to reduce bill-of-materials expenses for the autonomous driving kit by 70% as compared to the earlier generation. Established in 2016, Pony AI operates in China, East Asia, the Middle East, and Europe. Utilising its vehicle-agnostic virtual driver technology, which merges the software, hardware, and services, the company is said to be forging a commercially viable business model. This model facilitates the mass production as well as the deployment of vehicles for various transportation needs. In a move to expand its global footprint, Pony AI partnered with Dubai's Roads and Transport Authority in May 2025, aiming to introduce the advanced robotaxi fleet to the Middle Eastern region. In April, joined forces with Tencent Cloud and Smart Industries Group, the cloud business division of Tencent Holding, to progress autonomous driving technology. "Pony AI's Gen-7 Robotaxi enters mass production" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
The Advertiser
20-06-2025
- Automotive
- 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:
Yahoo
16-06-2025
- Automotive
- Yahoo
Forget Tesla? China's $41,000 Cybertruck Clone Comes With Steer-By-Wire, Adaptive Chassis, And A Wheel That Moves Side To Side
A new electric truck from China is turning heads—and it's not just because of the price. The Pickup 01 from Guangzhou Automobile Group debuted in Shanghai with some jaw-dropping features, including a steer-by-wire system, an adaptive suspension,and a steering wheel that slides from one side of the dash to the other. At just $41,000, it's already being compared to Tesla's (NASDAQ:TSLA) Cybertruck—but with more features and a much smaller price tag. Don't Miss: Maker of the $60,000 foldable home has 3 factory buildings, 600+ houses built, and big plans to solve housing — Inspired by Uber and Airbnb – Deloitte's fastest-growing software company is transforming 7 billion smartphones into income-generating assets – Content creator Joyevs Studio filmed the Pickup 01 during media day at Auto Shanghai on May 1, sharing a walk-around video that promptly hit seven digits in view count. According to Technode, the concept truck delivers 12,000 Newton-meter of wheel torque, uses an intelligent chassis system that scans the road 1,000 times per second and relies on steer-by-wire so the wheel can glide from right- to left-hand drive in seconds. Lifestyle outlet Supercar Blondie indicated that the adaptive chassis flexes or stiffens on demand, letting the truck hop from gravel to tarmac while passengers barely notice. A sliding steering wheel is more than a gimmick; it eliminates a heavy column, frees cabin space, and slashes tooling for export markets with opposite-side traffic. Trending: Invest where it hurts — and help millions heal:. Steer-by-wire is edging toward the mainstream. Unlike traditional systems with a physical steering column, steer-by-wire means the Pickup 01 doesn't need a physical steering column. Instead, it digitally transmits steering input, simplifying the mechanical architecture and freeing up cabin space. The system eliminates bulky parts like shafts and joints, making interior layouts more flexible and cutting production complexity. Numbers matter too. The Pickup 01's torque tops the roughly 1,400 Nm listed for the tri-motor Cybertruck on the EV Database spec sheet. Tesla prices its entry-level Cybertruck at $62,490 on the official order page, giving GAC's sticker a 33% discount. Tesla began Cybertruck deliveries in late 2023, but a February steering-rack recall briefly drew scrutiny, giving rivals room to strut. GAC executives at the show said production of the Pickup 01 is scheduled for 2027, with pilot fleets bound for Australia, Saudi Arabia, and Latin America, highlighting its "all-domain" versatility, GAC Adaptive Intelligent Architecture intelligent platform, and focus on export-driven growth under the company's One GAC 2.0 globalization strategy. Read Next: Maximize saving for your retirement and cut down on taxes: . Here's what Americans think you need to be considered wealthy. Image: Shutterstock UNLOCKED: 5 NEW TRADES EVERY WEEK. Click now to get top trade ideas daily, plus unlimited access to cutting-edge tools and strategies to gain an edge in the markets. Get the latest stock analysis from Benzinga? TESLA (TSLA): Free Stock Analysis Report This article Forget Tesla? China's $41,000 Cybertruck Clone Comes With Steer-By-Wire, Adaptive Chassis, And A Wheel That Moves Side To Side originally appeared on © 2025 Benzinga does not provide investment advice. All rights reserved.
Yahoo
16-06-2025
- Automotive
- Yahoo
Forget Tesla? China's $41,000 Cybertruck Clone Comes With Steer-By-Wire, Adaptive Chassis, And A Wheel That Moves Side To Side
A new electric truck from China is turning heads—and it's not just because of the price. The Pickup 01 from Guangzhou Automobile Group debuted in Shanghai with some jaw-dropping features, including a steer-by-wire system, an adaptive suspension,and a steering wheel that slides from one side of the dash to the other. At just $41,000, it's already being compared to Tesla's (NASDAQ:TSLA) Cybertruck—but with more features and a much smaller price tag. Don't Miss: Maker of the $60,000 foldable home has 3 factory buildings, 600+ houses built, and big plans to solve housing — Inspired by Uber and Airbnb – Deloitte's fastest-growing software company is transforming 7 billion smartphones into income-generating assets – Content creator Joyevs Studio filmed the Pickup 01 during media day at Auto Shanghai on May 1, sharing a walk-around video that promptly hit seven digits in view count. According to Technode, the concept truck delivers 12,000 Newton-meter of wheel torque, uses an intelligent chassis system that scans the road 1,000 times per second and relies on steer-by-wire so the wheel can glide from right- to left-hand drive in seconds. Lifestyle outlet Supercar Blondie indicated that the adaptive chassis flexes or stiffens on demand, letting the truck hop from gravel to tarmac while passengers barely notice. A sliding steering wheel is more than a gimmick; it eliminates a heavy column, frees cabin space, and slashes tooling for export markets with opposite-side traffic. Trending: Invest where it hurts — and help millions heal:. Steer-by-wire is edging toward the mainstream. Unlike traditional systems with a physical steering column, steer-by-wire means the Pickup 01 doesn't need a physical steering column. Instead, it digitally transmits steering input, simplifying the mechanical architecture and freeing up cabin space. The system eliminates bulky parts like shafts and joints, making interior layouts more flexible and cutting production complexity. Numbers matter too. The Pickup 01's torque tops the roughly 1,400 Nm listed for the tri-motor Cybertruck on the EV Database spec sheet. Tesla prices its entry-level Cybertruck at $62,490 on the official order page, giving GAC's sticker a 33% discount. Tesla began Cybertruck deliveries in late 2023, but a February steering-rack recall briefly drew scrutiny, giving rivals room to strut. GAC executives at the show said production of the Pickup 01 is scheduled for 2027, with pilot fleets bound for Australia, Saudi Arabia, and Latin America, highlighting its "all-domain" versatility, GAC Adaptive Intelligent Architecture intelligent platform, and focus on export-driven growth under the company's One GAC 2.0 globalization strategy. Read Next: Maximize saving for your retirement and cut down on taxes: . Here's what Americans think you need to be considered wealthy. Image: Shutterstock UNLOCKED: 5 NEW TRADES EVERY WEEK. Click now to get top trade ideas daily, plus unlimited access to cutting-edge tools and strategies to gain an edge in the markets. Get the latest stock analysis from Benzinga? TESLA (TSLA): Free Stock Analysis Report This article Forget Tesla? China's $41,000 Cybertruck Clone Comes With Steer-By-Wire, Adaptive Chassis, And A Wheel That Moves Side To Side originally appeared on © 2025 Benzinga does not provide investment advice. All rights reserved. Sign in to access your portfolio
