Most legacy brands gave up building wagons and Shooting Brake models years ago, no doubt realizing that most new-car buyers are only interested in an SUV. As a company that’s barely five years old, you’d expect Zeekr to do the same, focusing purely on the segments of the luxury market where sales are the strongest.

The 7GT, also badged as the 007 GT in China, proves that Zeekr is willing to take risks and offer a competitor to the Porsche Taycan Sport Turismo, a vehicle which itself hasn’t exactly been selling well. Based on the 007 sedan from a few years ago, it’s perhaps Zeekr’s most promising new model.

Review: We Drifted Zeekr’s Lineup On Ice, And The Cheapest One Surprised Us

Sales of the 7GT have been ongoing in China since last year, and it’ll soon launch in Australia and Europe as well. We recently had the opportunity to drive it on the track and in the snow to see whether it’s a legitimate rival to the Germans and whether it should be considered over other existing Zeekr models, like the 7X SUV.

QUICK FACTS

Photos Brad Anderson/Carscoops

Zeekr has been toying with the idea of bringing the 7GT to Australia since at least early 2025, showcasing it at car shows to gauge local appetite for the model. Prices have yet to be confirmed, but it’s expected to land at showrooms by the end of this year, or in early 2027.

Visually, the front end shares much in common with the larger 7X, sporting a similar black band that incorporates a light bar and the main headlamps. Obviously, the extended roof, sloping rear window, and sharp D-pillars are the highlight, giving the 7GT an unmistakable presence when viewed in person.

Final specifications for Australia are still being ironed out, but the range is tipped to consist of three versions, and a potential fourth. Sitting at the base of the range will be a rear-wheel-drive model with a 75 kWh battery, 370 kW (496 hp) of power, and capable of hitting 100 km/h (62 mph) in a solid 4.8 seconds, all while covering as much as 702 km (436 miles) on a charge under the CLTC cycle. Sold alongside it will be a long-range rear-wheel-drive model with the same motor, paired with a larger 103 kWh pack.

Sitting at the top of the 7GT family will be a dual-motor, all-wheel-drive model pairing the 103 kWh battery with two electric motors producing 500 kW (671 hp), up slightly from the 475 kW (637 hp) promised for the European-spec model. We drove the rear-wheel-drive and all-wheel-drive models. At a later date, the 7GT may become available Down Under with the recently announced FR-Line performance kit, which adds orange brake calipers and increases power up to an astonishing 585 kW (784 hp).

Models equipped with the 75 kWh ShenDun Golden Battery can charge from 10-80 percent in 10.5 minutes, while those with the more advanced 103 kWh CATL Qilin battery charge from 10-80 percent in 10 minutes flat.

Oozing Luxury

Photos Brad Anderson/Carscoops

As we’ve discovered in other Zeekr models, the cabin of the 7GT feels more premium than lots of the established competition, including models from BMW and even the Audi S5 Avant we tested earlier this year.

While the 7GT could simply be considered a Shooting Brake version of the regular 007 sedan, which won’t be sold in Australia or Europe, Zeekr actually took some lessons learned from that car and applied them to the 7GT. After finding out from Chinese buyers that the 7GT was overly reliant on the touchscreen and lacked enough physical buttons, Zeekr has added plenty of physical switchgear to the 7GT.

For example, there are shortcut buttons and a volume roller dial positioned directly below the central touchscreen. The 7GT also gets the same excellent steering wheel as the 7X, rather than the 007’s wheel, which is borrowed from the smaller X and comes with some odd physical buttons and switches.

Obviously, much of the cabin is dominated by the 13.02-inch central infotainment display. As with the 7X and other Zeekr models, the carmaker’s software is excellent, largely mimicking Tesla’s in overall layout and operation. Those accustomed to driving new cars won’t have any trouble getting to grips with the detailed settings and menus, although others may find it a little overwhelming at first.

Positioned in front of the driver is a separate 15.4-inch display with a curved design that feels classy, although customization options for this screen are somewhat limited. The 7GT also comes standard with a 35.5-inch augmented reality head-up display.

The central tunnel houses two wireless smartphone charging pads, large storage cubbies, two cupholders, and a spacious center console. High-quality touches found throughout include the metal speaker grilles, the soft-touch leather across the door panels, dashboard, and seats, and the Alcantara-trimmed headliner. It feels fitting of a car worth well in excess of AU$100,000 (US$71,800), and the 7GT is expected to cost quite a bit less than that.

Photos Zeekr Australia

Other key features include 14-way power-adjustable front seats with heated, ventilated, and massaging functions. There’s also a heated steering wheel and acoustic glass, as well as a thumping audio system and a panoramic glass roof.

Viewed from the outside, you’d think that space in the rear of the 7GT would be incredibly limited, given how low the roof seems to sit. You can imagine my surprise when I slid my 6’2” frame into the rear and found I had roughly one inch of headroom, which is better than some SUVs out there and much better than something like the Audi S5 Avant. There’s also loads of legroom thanks to the 2,925 mm (115.1-inch) wheelbase.

In terms of practicality, the 7GT includes a ski hatch and 645 liters (22.7 cubic feet) of cargo space with the rear seats in position, or 1,737 liters (61.3 cubic feet) with them folded flat. That’s comparable to some SUVs so, clearly, the 7GT is not a vehicle that suffers from not being one of them.

How Does It Drive?

As development of the Australian-spec model is still ongoing, Zeekr shipped several left-hand-drive examples for us to test. While the steering wheel was on the opposite side, we were told everything else about the cars we tested was identical to the models that will be sold locally.

With a headline figure of 500 kW (671 hp) in the dual-motor, all-wheel drive 7GT, it’d be easy to confuse the EV as being a track-focused weapon in the same vein as the Hyundai Ioniq 6 N. But, as we learned while lapping the new Zeekr and completing tight, twisty Gymkhana setups, the track likely won’t be where the 7GT most excels.

RWD First

Our first experience was behind the wheel of a bright pink, rear-wheel-drive model on a Gymkhana course, designed to test the car’s low- and mid-speed dynamics. Immediately, the rear-wheel-drive model, with its 370 kW (496 hp), felt more than quick enough for fun.

Photos Brad Anderson/Carscoops

Local weight figures have yet to be confirmed, but the 7GT will obviously weigh north of 2,200 kg (4,850 lbs). It does a good job of carrying its weight, though, even as we punished the tires. The suspension feels more road- than track-focused, which is a good thing, soaking up bumps well and feeling quite plush, all while keeping the 7GT locked to the pavement. Of course, a road test will be needed to see just how comfortable Zeekr’s latest car is, but initial impressions are good.

Holding the 7GT back is the traction control system. Zeekr didn’t want us to adjust or turn it off, so we kept it on. Attempting to accelerate out of corners with the TC on can be a little frustrating, as it clamps down on power even when you’re pointed straight ahead. Interestingly, the stability control allows a little bit of slip at the rear axle without issue; it’s just under power that the traction control is too obtrusive.

Our time in the rear-wheel drive 7GT also included several high-speed lane changes, similar to a moose test at around 90 km/h (56 mph). The car performed exceptionally well in this environment, responding to aggressive steering inputs without understeer.

Later in the afternoon, we had the opportunity to test the all-wheel drive 7GT on the track, following a 7X Performance pace car. Our track experience consisted of a single warm-up lap and two hot laps, though they were more like ‘warm’ laps, as we were unable to push the 7GT beyond about 80 percent of its capabilities.

As we discovered during the Gymkhana sessions, the 7GT has a neutral balance through most turns, although it can be pushed into controllable understeer if you’re a little too greedy on the entrance to a corner. With 500 kW (671 hp) on tap, the 7GT then picks up speed at a startling rate when pulling out of a turn.

However, the traction control once again proved to be annoying on the track, cutting power when accelerating out of turns. The front-end of the all-wheel drive model also isn’t quite as reactive as the RWD.

Photos Zeekr Australia

The steering feel is good, and it’s easy to place the 7GT at speed. It’s also a piece of cake to control should the rear end want to get involved. Similarly, the brakes proved more than capable of a couple of reasonably quick laps, although we did hear some other journalists report a bit of fade.

The following day, we also had the chance to drive the all-wheel-drive 7GT on snow and ice, alongside other Zeekr models like the X, 7X, 8X, 9X, and 001 FR. Finally, we were given the go-ahead to turn off the traction control on the sleek Shooting Brake completely, and it proved to be an utter joy to drift around.

Photos Zeekr Australia

Unlike other Zeekr models we sampled, the 7GT felt quite rear-biased on the snow. Turning the wheel and pinning the throttle was enough to kick out the tail, and subtle pressure on the accelerator pedal allowed for some lovely drifts. Here’s hoping the 7GT delivers a similar feeling on the street or on the track if the traction and stability control systems are disabled.

The all-wheel-drive model Australia will get is expected to hit 100 km/h (62 mph) in about 3.5 seconds. Sadly, we didn’t get the opportunity to test this, but we have little reason to doubt it’ll be achievable in the real world. Cars like the Tesla Model 3 Performance and Hyundai Ioniq 6 N are a little faster, but anything under 4 seconds is definitely real quick.

Verdict

The Zeekr 7GT probably won’t be a huge seller, and almost certainly won’t sell in the same volumes as the larger 7X, but based on the first drive, it seems worthy of all the same praise handed out to its SUV sibling. Like the 7X, the build quality of the 7GT is excellent, as is the technology it’s been loaded with.

I think Zeekr has also nailed the design, creating an estate that looks incredibly sleek yet remains spacious inside, so it will absolutely work as a family car. Importantly, prospective buyers shouldn’t be talked out of a Porsche Taycan, Audi RS e-tron GT, or Hyundai Ioniq 6 N because they think the 7GT will be a phenomenal on-track performer. It does well enough on the track, but we think it’ll feel even better on the road, and hopefully won’t have to wait too long to test it where owners will likely spend most, if not all, of their time behind the Chinese shooting brake’s wheel.

Photos Zeekr Australia

Porsche wasn’t the first automaker to sell an SUV that felt quick. It was, however, the first to prove that an SUV could be truly athletic on pavement. The original Cayenne was somewhat unloved by many in the automotive sphere, but it set a new bar for an SUV that could do more than hustle down a straight road with a loud exhaust and too much body roll. It could attack curves in a way no other similar vehicle could. 

Now Porsche has a different, arguably tougher job. The 2027 Cayenne Electric arrives in a market already full of expensive electric SUVs, including the Lucid Gravity, Cadillac Vistiq, Volvo EX90, Mercedes EQS SUV, and BMW’s upcoming iX5. This time, being fast is not enough. The question is whether Porsche can make an EV SUV feel special enough to rewrite the rulebook again.

The Cayenne Turbo Electric certainly has the hardware to try. Its dual-motor system produces 1,139 hp and 1,106 lb-ft of torque with Launch Control engaged. That is four-figure power in a five-seat family SUV. The real question isn’t just whether or not the driving experience will be memorable. It’s whether it’ll be memorable enough and engaging enough to be a true sales success for the brand at a time when Americans are overlooking impressive EVs all over the market. 

Quick Facts

Styling Befitting A Cayenne

Credit: Stephen Rivers for Carscoops

The overall look of the Cayenne Electric is stately. Not everyone will love the changes made in favor of identity and aerodynamics, but at least it doesn’t feel overstyled or too much like a jelly bean. Simple designs tend to age the best. That does not guarantee the Cayenne Electric will become a classic, but it has a much better shot than many. 

The headlights are the one element I am still not fully sold on. They are technically impressive and help emphasize the Cayenne’s width, but they do not have quite the same immediate warmth as the best Porsche lighting signatures. Everything else works. On the Turbo, the active aerodynamic blades at the rear even extend at speed to clean up airflow. You will never see them work from the driver’s seat, of course, but they are genuinely cool.

The reference vehicle here wears Monteverde Metallic over a brown Espresso leather cabin with black accents. It also gets rear-axle steering, Porsche Active Ride, the SportDesign package, 22-inch SportTechno wheels, performance summer tires, HD-Matrix headlights, a panoramic roof, and the Premium Package. The $163,000 starting point climbs to $198,180 quickly. That is Porsche ownership in a single sentence.

A Familiar Porsche Cabin, Just With More Glass

There are plenty of nods to the original Cayenne inside. The high center tunnel is still there. The steering wheel is recognizably Porsche. The seating position remains appropriately sporty for a Porsche, not just an SUV. It’s capable of settling in quite low, and that’s a big win. The chairs could plausibly come from one of Porsche’s sports cars, excluding the most hardcore GT models. They are supportive, comfortable, and genuinely attractive. The dashboard itself is a different deal entirely.

The centerpiece is Porsche’s curved Flow Display, which stretches down from the center stack toward the physical climate controls. It looks theatrical but is actually very functional in practice. The wrist rest below it enables genuinely easy use as the controls typically sit on the lower portion of the screen while the upper level shows the occupants what they’re managing. Many automakers expect drivers to operate giant touchscreens with one hand floating in mid-air. The wrist rest fixes that issue. 

Some buyers will absolutely decide there is too much screen here. They will not be wrong. In 10 years, this cabin could look dated in the same way early digital dashboards eventually do. Or it could develop the occasional electrical gremlin that turns its futuristic charm into a very expensive service appointment.

Right now, though, it feels appropriately over the top. The optional passenger display is one of the more feature-rich units in the business, and it reacts quickly enough that it does not feel like a tablet trapped in a dashboard. Users can connect bluetooth headphones, watch YouTube, and other things while their phone charges on the wireless dock in the console. 

Porsche also put the physical volume control in the middle of the climate controls, where the passenger can reach it without leaning across the cabin. More automakers need to figure this out. There is no reason the passenger should need to reach toward the driver’s side for a knob when the driver already has audio controls on the steering wheel.

Credit: Stephen Rivers for Carscoops

The seats, upholstery, and major touchpoints feel appropriately expensive. The physical switchgear works well and provides a really nice tactile sensation during use. Some of it feels a little underwhelming, perhaps with its flat black color, but it should age well. The rear seats aren’t what I’d call spacious, but at six-foot-six, I still fit back there without feeling cramped. The seats themselves also offer quite a bit more lateral bolstering than just about everything else on the market. More performance-slanted SUVs should take note. 

Finally, the cargo space is genuinely useful. The Turbo model offers 26.4 cubic feet of space, while the Base and S versions offer 27.6 cubic feet. The Coupe models see a significant drop-off to 18.9 for Base and S and just 17.7 for the Turbo. 

Range And Charging

The Cayenne Turbo Electric is EPA-rated for 298 miles of range, or 303 miles with its range-oriented tire. That is fine. Not great, not embarrassing, just fine. The base Cayenne does better at 317 miles, while the Cayenne S is rated at 299 miles. Those are respectable numbers, but the Lucid Gravity makes the Porsche’s range look merely ordinary with up to 450 miles in Grand Touring form.

Where Porsche fights back is charging. Its 800-volt architecture can accept up to 400 kW under ideal conditions, allowing a 10-80 percent charge in as little as 16 minutes. That requires the right charger and the right battery conditions, obviously, but the capability matters. The Cayenne is built for drivers who will use it hard and cover long distances, not just people who want a fast commute appliance.

Driving Impressions: A Serious Testing Space

Speaking of driving hard over long distances. Of all the places to test an EV, several mountain passes in the Colorado Rocky Mountains aren’t what most would consider ideal. After all, range is heavily affected by the environment, and climbing can diminish it quickly. Despite that, Porsche brought us out to Aspen, Colorado, to test these cars and then sent us on a 234-mile trek through Crested Butte and Buena Vista as well as over Independence and Cottonwood Pass. 

Driving the Turbo variant, with up to 1,139 hp (850 kW) when using launch control, the most immediate sensation is just how comfortable, quiet, and composed the car feels. Thanks to the active suspension, the Cayenne Turbo is almost always adjusting to suit the moment. By that, I mean that it has features that attempt, and almost always succeed, in countering any forces that a lesser SUV would feel under normal driving actions. 

Under medium acceleration, the rear suspension actually lifts up very gently while the front lowers to keep the body level and cancel out the nose lift that is typical in just about every other vehicle, period. On braking, the opposite happens as the nose lifts rather than dips. In turns, the outer suspension lifts and the inner lowers. 

This is what Porsche called “helicoptering,” and while it sounds like a party trick, it basically eliminates the sometimes jarring feeling that an EV can create with its instant torque and regen. It also never makes the car feel disconnected, numb, or artificial, which could be the most impressive bit of that technology. 

Then, there’s the real party trick in this SUV: its ability to go from stately five-passenger luxury cruiser to an absolute maniac. Spin the dial into Sport Plus, come to a stop, mash the brake, then the accelerator, let go of the brake, and it’ll do 0-60 in the real world in 2.4 seconds. Importantly, Porsche claims that figure, but we tested it on a real road literally less than a minute after driving on gravel, and it delivered a 2.5-second 0-60 time that registered as 2.3 when subtracting rollout. 

Porsche tells us it managed its run on a prepared surface. Car And Driver recently managed 2.1 seconds, also on a prepared surface. We intentionally tested on a real road and are happy to tell you that this car will basically do its published number whether you’re at the track or not. Still, those numbers alone really cannot express properly just how insane that type of acceleration feels. 

The Cayenne needed under 116 feet to go from not moving to highway speed. The feeling from the driver’s seat is akin to being shot out of a cannon at your local Six Flags. Perhaps the most impressive bit, though, is that it requires basically zero skill to pull this off. Hold the wheel straight, and the clever differentials and motors will ensure the car does the job. Don’t get me wrong. A car that requires the driver to have genuine skill to pilot it at the very edge is far more enjoyable and engaging, but if you want a car that helps someone with less skill to catch the bug for improving their own ability, this is a serious gateway drug. 

The fun doesn’t stop when the straight lines run out, though. When not using launch control, the car moves around with a constant 844 hp (630 kW) on tap. The roads we drove were about as curvy and elevation-varied as they get. The Cayenne never  ever felt overly heavy despite a curb weight similar to some full-size pickup trucks. In fact, the car feels much smaller than its wheelbase would suggest. 

Then, there’s the braking situation. Porsche doesn’t offer one-foot driving. That singular statement is somewhat intentional. The brand wants to encourage engagement and the way this car brakes demonstrates that. Often, the transition from regen to friction braking can be jittery or jarring. In the Cayenne, it’s indistinguishable. That level of granular control feels like it’s a part of everything this SUV does. Rear-wheel steering makes the SUV feel more nimble both on mountain roads and in town when a slightly tighter turning radius can make a gigantic difference. 

The Base Cayenne with 435 hp (325 kW) doesn’t come with all the same party tricks. It lacks the active suspension, the active aero, and rear-axle steering. Still, it feels properly composed and quick. In one section with a Turbo version both ahead and behind us, it didn’t feel overpowered or incapable of managing serious pace with its more powerful siblings. 

One more note. Porsche will sell the Cayenne with an off-road package and while we didn’t truly test it off-road, we did take it on several dedicated gravel roads where it continued to feel composed and confidence-inspiring. For those who want or need it, the SUV can tow 7,716 pounds (3,500 kg). 

Competition

The Lucid Gravity is the Cayenne Electric’s biggest problem. It starts at $79,900 in Touring form, while the 828-hp Grand Touring starts at $98,900 and promises as much as 450 miles of range. Even the new 1,070-hp GT-S starts at $125,900, hits 60 mph in 3.1 seconds, and offers room for up to seven people along with a claimed 120 cubic feet of cargo space.

The Lucid cannot match the Cayenne Turbo’s 2.4-second sprint, nor does it have the same decades-long performance pedigree. But it makes a far more convincing case as the one EV in a well-off family’s garage that can genuinely do everything. It is quicker than almost anything needs to be, dramatically roomier, and better suited to long trips. Porsche has the badge, the chassis, and the more compelling driving experience. Lucid has the more rational argument.

Cadillac’s Vistiq makes a different kind of case. It starts at $77,395, offers three rows, up to 305 miles of range, 615 hp, a 3.7-second sprint to 60 mph, and standard Super Cruise. It is nowhere near as athletic or outrageous as the Cayenne Turbo, but it does much of the luxury-EV job for a lot less money. The Volvo EX90 takes an even calmer route. It is a safety-first, three-row family hauler with up to 305 miles of range and, in Twin Motor Performance form, 670 hp. Neither will tempt someone looking for a Porsche sports car in SUV form, but both make a strong argument for spending less.

Before BMW pulled it from America earlier this year, the iX was the closest traditional German alternative, particularly in M70 guise. The replacement is the new iX5, though Americans have to wait twice over, once for its Stateside launch next year, and again for the hotter M Performance and full-fat M versions, since the launch car tops out at 570 hp in iX5 60 AWD form. Mercedes’ EQS SUV leans harder into quietness and comfort. Both are good luxury EVs. None of these, though, feels as if they was engineered by people who spent their lunch breaks figuring out how to make a 5,860-pound SUV behave on a mountain road.

Verdict: A Porsche First, An EV Second

The Cayenne Turbo Electric does not make physics disappear. It is still enormously heavy, very expensive, and only fine when it comes to range. Its cabin also leans heavily into screens at a time when some buyers are already suffering from digital fatigue. And as impressive as the whole thing is, Porsche cannot ignore the ugly depreciation story surrounding some of its other EVs.

But it absolutely feels like a Porsche.

That might sound like faint praise in a vehicle with 1,139 hp, but it is not. Making an EV absurdly fast is easy compared with making one feel engaging, predictable, and genuinely enjoyable on a road that does not point straight ahead. The Cayenne manages that trick. It has the acceleration of a supercar, the composure of a luxury SUV, enough off-road ability to be more than a pavement princess, and the sort of granular brake and chassis control that makes driving it hard feel rewarding rather than intimidating.

No, it probably will not rewrite the rulebook in quite the same way the original Cayenne did. The electric-SUV market is too crowded, and too good, for that. But Porsche has built one of the first electric SUVs that feels like it has a legitimate reason to exist beyond its powertrain.

The harder question is whether buyers will pay $110,000 – $200,000 for it—and whether they will still want to own it once the newness wears off. That part isn’t up to Porsche’s engineers anymore, but regardless of what happens next, they should be proud of what they’ve created.

We’ve seen several Chinese car brands come and go over the past few years, failing to crack the ultra-competitive market in their home country or overseas. It’s a cut-throat industry, and new brands have to nail the performance, safety, technology, and practicality requirements of car buyers, all while delivering at a price point that most Western legacy brands couldn’t dream of matching.

Among those Chinese brands that appear to have proper staying power is Zeekr. The company was founded just five years ago as one of Geely’s EV- and plug-in-hybrid-focused luxury brands, and has already made aggressive expansions outside China into countries across Europe, Asia, Australia, and New Zealand.

Review: 2026 Zeekr 7X Performance Is Proof That Tesla Isn’t The Benchmark Anymore

Earlier this year, we spent a few days with the superb Zeekr 7X, finding it to be not only a real Tesla Model Y rival but also a legitimate competitor to the BMW iX3, all at a far lower price. For as impressive as the 7X is, Zeekr has several even more enticing products just around the corner, and we recently put a handful of them to the test, on snow and ice, no less.

The focus of this preview was to get behind the wheel of the Zeekr 8X and 9X, two uber-luxurious SUVs that will land in Australia next year. Aimed at the BMW X5 and BMW X7, respectively, they both have the potential to shake up the luxury SUV market. We also spent some time behind the wheel of the smaller Zeekr X, the new 7GT shooting brake, and the brand’s wild 001 FR.

Zeekr 8X

Due to time constraints, we didn’t get to drive the 8X, but we did get an up-close look at it and thoroughly explored the interior. It became immediately apparent that legacy brands like BMW, Mercedes-Benz, and Audi should be worried.

Measuring in at 5,100 mm (200.8 inches) long, 1,998 mm (78.7 inches) wide, and standing 1,780 mm (70.1 inches) tall with a 3,069 mm (120.8-inch) wheelbase, the 8X is roughly 170 mm (6.7 inches) longer than an X5 and has 94 mm (3.7 inches) extra length between the wheels. It’s pretty big then, and it’s available with two or three rows of seats.

I’ve said it before, and I’ll say it again – Chinese brands have shattered the illusion that you need to pay premium money to get a high-class, luxurious interior. Zeekr says it wants to combine BMW’s luxury with Tesla’s technology. In the case of the 8X we experienced, it’s noticeably more luxurious than any X5, with premium leather surfaces, plenty of metallic touches, a suede headliner, and massive dual screens across the dashboard. In China, car buyers love having a big screen for the front-seat passenger, although we’re not convinced Australian buyers will be quite as receptive. The premium feel continues into the rear with plush seats, tables folding out from the front seats, and Mercedes-style seat adjustments on the doors.

Then there’s the performance. Local specifications haven’t been confirmed, but in China, the 8X uses a 2.0-liter turbocharged four-cylinder engine paired with either two or three electric motors. The dual-motor version delivers 660 kW (885 hp), while the tri-motor has 1,030 kW (1,381 hp) and 1,410 Nm (1,039 lb-ft) of torque, and offers 55 kWh and 70 kWh batteries.

The Chinese Cullinan

Photos Brad Anderson/Carscoops and Zeekr Australia

The Zeekr 9X takes things to another level entirely. It’s absolutely massive, measuring 5,239 mm (206.2 inches) long and featuring a 3,169 mm (124.7-inch) wheelbase. In Ningbo, China, where Zeekr is based, it’s been nicknamed the ‘Hangzhou Bay Cullinan,’ and since launching in late 2025, more than 62,000 examples have been sold. Not only will it soon land in Australia, but it’s also heading to Europe.

Like the 8X, the 9X uses Zeekr’s advanced new 900-volt electrical architecture. It is also available with 55-kWh or 70-kWh batteries and is configured as standard with a 2.0-liter turbo and either two or three electric motors. The example we drove was the tri-motor version, delivering a hypercar-rivaling 1,030 kW (1,381 hp) and 1,410 Nm (1,039 lb-ft) of torque. Zeekr isn’t saying whether or not Australia will get this version, but in Europe, power has been capped at 660 kW (897 hp), so something similar may be done Down Under.

While I did drive the 9X in the snow, it was only for a few minutes, and objectively, it’s difficult to comment on how it performs based on that. On first impressions, it doesn’t feel too big, nor does it feel overpowered. We’re eagerly awaiting its local arrival to give it a proper test. For now, I can say it feels surprisingly dynamic given its size and weight, is happy to kick out its tail, and is easy to hold powerslides with.

Beyond the driving, or lack thereof, the 9X feels absolutely deserving of its nickname. It feels more special inside than an X7 and is more akin to a Mercedes-Maybach GLS in fit, finish, and choice of materials. As one industry colleague told me, it even seems to out-Cullinan a Cullinan, and that’s high praise. Whether or not it’ll stand the test of time like a Rolls-Royce remains another question, of course.

Photos Brad Anderson/Carscoops and Zeekr Australia

The front half of the cabin is great, with a digital instrument cluster and a central infotainment screen as standard, although it is also offered in China with a passenger display. Taking lessons from the 007 sedan, which was almost entirely devoid of physical buttons, Zeekr has ensured that all subsequent models, including the 9X, have plenty of real switches, dials, and knobs.

The second row is the standout, featuring a pair of massive captain’s chairs similar to those in Zeekr’s 009 minivan. With heating, ventilation, and massaging functions, the 9X has them all, and the seats can even spin around 180 degrees.

Drifting On Snow

While I’ve driven on snow before on ski trips and the like, I’ve never had the opportunity to push EVs and plug-in hybrids with supercar power to their limits on snow and ice before. All the cars we tested were equipped with studded winter tires, but, as you’d imagine, they were all happy to kick out their tails with a healthy dose of throttle.

Photos Brad Anderson/Carscoops

I spent a good part of the session on snow behind the wheel of the refreshed 2026 Zeekr X, the company’s entry-level SUV. In all-wheel-drive configuration, it uses a 66 kWh NMC battery and has a pair of electric motors with 365 kW (489 hp) and 573 Nm (423 lb-ft) of torque. On the road, it can apparently hit 100 km/h (62 mph) in just 3.7 seconds.

While I wasn’t able to put the straight-line acceleration to the test, I was able to explore the X’s dynamics through a series of oversteer exercises and slaloms that were set up for us. Typically, the X doesn’t let owners completely turn off the traction and stability control systems, but the ones we tested had been tweaked to shut them down.

Yanking hard on the steering wheel and pinning the accelerator is enough to send the X into easily controlled drifts. Much to my surprise, while enjoying some sideways action in the X, I never yearned for driving something with a combustion engine.

The Zeekr 7GT is one of the company’s most exciting new models. In July, it and the BMW iX3 became the first two cars to earn five-star safety ratings under Euro NCAP’s overhauled testing procedures. While we spent plenty of time driving it, we can’t yet comment on how it feels. Another Zeekr product I can comment on is the 001 FR.

Hypercar Power In A Sedan

The 001 was Zeekr’s first model, a sleek shooting brake originally designed for the Lynk & Co brand but later adapted for Zeekr. Because of this, it’s at odds with the designs of other Zeekr models, instead sporting the design language of Lynk & Co. In FR guise, it’s an animal.

The car is fitted with a 100 kWh CATL battery and has four electric motors, combining to produce 1,248 hp that’s enough to send it to 62 mph (100 km/h) in just 2.02 seconds. It could be considered Zeekr’s answer to the Tesla Model S Plaid, though it’s arguably even more track-focused, with a host of carbon-fiber parts and huge AP Racing brakes.

Despite its extraordinary power, the 001 FR doesn’t feel intimidating, at least not on snow. It’s far more rear-biased than the likes of the X, 8X, and 9X, only requiring small throttle inputs to kick out the tail and hold slides.

Final Thoughts

Zeekr Australia

Regardless of how you may feel about the age of electrification, there’s no denying we are living in very exciting times for the auto industry. In America, the EV evolution led to the creation of exciting firms like Rivian and Lucid, both of which have proven that a brand doesn’t need a century of history to develop, manufacture, and sell class-leading vehicles.

The same thing has happened in China. Thanks to huge investments from conglomerates like Geely and Chery, as well as juggernauts like BYD, the era of high-performance, ultra-luxurious vehicles being attainable only by the rich is long gone. Zeekr is still in its infancy, and there’s no telling where it’ll be in a decade, or two, or three decades. What it’s been able to build in the last five years is impressive, and vehicles like the 8X and 9X suggest the future is bright.

Whether Zeekr can attract Western buyers from established premium brands remains to be seen. In the segments where the 8X and 9X will compete, buyers of vehicles from rival brands like BMW, Mercedes, Audi, Land Rover, Bentley, and Rolls-Royce are fiercely loyal to what they know. If Zeekr can get prices right and deliver good after-sales service, there’s little stopping it from achieving the same success it’s enjoying in China elsewhere.

Zeekr Australia

Not too long ago, Chery was an unfamiliar name to most car buyers outside of China. However, in recent years, the company has expanded overseas and grown its model portfolio, offering a range of powertrains, body styles, and designs.

One of the newer and most compelling of its brands is Jaecoo. Established in 2023, it sits alongside sister brand Omoda, but its vehicles are not sold in China. Instead, the focus is entirely on overseas markets, and the strategy is working, particularly in the UK, where one of its models recently topped the sales charts. That model is the Jaecoo 7, which resembles a Range Rover Evoque closely enough to have picked up the Temu Range Rover nickname in Britain.

Read: Chery Patents Reveal A Compact Pickup That Could Take The Ford Maverick Formula Global

The 7 isn’t the only Jaecoo with a Land Rover fixation. There’s also the smaller J5 EV, an entry-level Mazda CX-30 rival that raids the same design cupboard, mostly around the profile and the rear end. That has earned it the “Baby Range Rover” tag alongside the Temu Range Rover one. As we recently discovered, it carries the sort of polish you’d expect from a brand with decades behind it rather than three years. The polish isn’t the issue. The flaws underneath it are, and in a segment this packed, they’re enough to make it hard to recommend.

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Photos Brad Anderson / Carscoops

In Australia, Jaecoo currently sells the J5 in Petrol and EV configurations. The ICE model starts at a measly AU$25,990 (US$18,300), making it a very compelling deal given its size and technology suite. Then there’s the J5 EV that we drove, priced from AU$36,990 ($26,000), including all on-road costs, making it one of the cheapest EVs currently on sale and the second cheapest SUV, only behind the BYD Atto 2. Soon, a hybrid model will be added to the range.

While the J5 EV is affordable, that doesn’t mean it’s devoid of any compelling features. Quite the opposite, in fact. In terms of power, there’s a single motor powering the front wheels and rated at 150 kW (201 hp) and 288 Nm (212 lb-ft) of torque, figures roughly on par with similarly-sized EVs, even more expensive ones like the Kia EV5 and Hyundai Elexio, the latter of which starts at almost AU$60,000 ($42,200).

Other key highlights of the J5 EV, which is sold in just a single configuration, include a glass roof with a powered sunshade, eight-speaker audio system, 18-inch wheels, seven airbags, and all the safety gizmos you’d expect of a modern EV. These include adaptive cruise control, traffic jam assist, blind-spot monitoring, and a surround-view camera.

Well-Finished, But Far From Perfect

Photos Brad Anderson / Carscoops

The interior of the J5 does not feel like something at this price point. It has an air of premiuness to it which many rivals from legacy brands are struggling to match for similar money.

Our tester was trimmed in a combination of cream and dark grey synthetic leather which is beautifully soft to the touch and oozes quality, even though it’s probably pretty cheap for Chery to source.

Photos Brad Anderson / Carscoops

Positioned behind the two-spoke steering wheel is a slim 8.9-inch digital instrument cluster, nicely incorporated into the dashboard. Also, unlike the vast majority of other EVs hitting the market, the J5 EV doesn’t have a landscape-oriented central infotainment screen, but rather a portrait display that curves neatly into the piano black center console, not dissimilar to recent Mercedes S-Class models.

Unfortunately, the software leaves a little to be desired. The J5 EV does include wireless Apple CarPlay and Android Auto, and both work well, but there’s an issue. Unlike so many other cars that house their climate control settings in a bar pinned to the base of the screen, even when using smartphone mirroring, the J5’s climate control taskbar is also accessible from the main menu. So, if you’re using CarPlay, you’ll have to exit out of the app to change the temperature or your fan speed. It’s a silly oversight.

Additionally, the software itself is pretty basic, and there are hardly any interesting apps available, despite the screen offering plenty of real estate for them. Speaking of the screen itself, the angle at which it sits means it can suffer from quite a lot of sun glare.

Read: UK Buyers Now Love This ‘Temu Range Rover’ More Than The Real Thing

Plenty of storage is found in the J5 EV, including an area positioned below the floating center console and a deep storage bin. The driving position and overall comfort behind the steering wheel is good and feels more than premium enough.

The second row is nice, too, sporting a completely flat floor and enough room for adult passengers. During my week with the J5 EV, I just so happened to be moving house, and it worked quite well as a cargo carrier, thanks to the generous 480 liters (16.9 cubic feet) of capacity at the rear. Hidden beneath the false floor in the rear is an extra storage area, perfect for placing a home charging cable.

How Does It Drive?

Photos Brad Anderson / Carscoops

Obviously, the J5 EV isn’t going to win any awards for performance, but average SUV buyers coming from combustion models will be pleasantly surprised by the level of performance on offer.

The J5 EV can hit 100 km/h (62 mph) in around 7.7 seconds, which is decent enough for city driving and for highway overtakes. However, given that the J5 is front-wheel drive, it does suffer from a bit of torque steer, which is disappointing albeit not surprising and a common trait among plenty of other front-driven EVs. The torque steer is also nowhere near as obtrusive as it is in something like a Kia EV5.

 While the acceleration is solid, the deceleration isn’t. You see, just like any other EV, the J5 EV includes adjustable regenerative braking. However, it’s been so poorly calibrated that it’s almost not worth using.

Three different levels of brake regen are available, all of which are hidden deep within the menu, so it’s hard to make changes on the fly. Worse still, in the most aggressive of the three settings, it’s impossible to modulate the level of braking using the throttle, as is the case with every other EV I’ve ever driven.

In the J5, if you touch the throttle even the slightest bit while slowing down using the regen, the car will jolt and begin coasting. This feeling was confirmed by the onboard power monitor, which, under regen braking, often says you’re recuperating around 20 percent power. Just look at the throttle and that changes to 0 percent. As such, using the highest regen setting is extremely frustrating. What’s more, the same feeling is replicated in the two other regen settings, albeit it’s not quite as annoying.

Photos Brad Anderson / Carscoops

I also found the electric power steering to be far too light. This is quite a common trait among many EVs, and while it’ll probably be enjoyed by many car buyers, it doesn’t give the J5 the kind of reactive or sporty feeling that we prefer.

On the plus side, the J5 EV does have a nicely tuned suspension setup, riding over bumps well and never feeling unsettled.

Overall efficiency is good. The J5 EV is equipped with a relatively small 58.9 kWh lithium-iron phosphate battery, and according to Jaecoo, averages 14.3 kWh/100 km over the combined cycle, giving it a driving range of up to 402 km (250 miles). I wasn’t quite able to match that figure, averaging 15.2 kWh/100 km. Importantly, this primarily consisted of highway driving and, given my qualms with the regenerative braking, I left it in the lowest setting for most of my time with the J5 EV, inevitably impacting efficiency.

Charging speeds are lacking, but to be fair, one can’t expect an EV that’s this cheap to charge at an absurd rate. The max AC charge rate sits at 10.3 kW, while the max DC charge rate is 130 kW. During the one time I had to use a public charger for the J5 EV, I topped up the battery with 16.55 kWh of juice in 14 minutes, enough to get me home during a long day of driving.

Verdict

The Jaecoo J5 EV is a solid product, and people unfamiliar with the smoothness of other EVs may find it quite enjoyable to drive and to live with. However, for those who expect more from their electric vehicles, the poor brake regen essentially makes it a non-starter in our eyes. If the regen alone was improved, the J5 EV would feel much more complete.

In addition, Jaecoo would be wise to invest more time into the SUV’s infotainment system, improving the software, adding some fun and interesting features, and making the climate control settings more accessible. Here’s hoping these changes can be made soon, perhaps through an over-the-air update.

Photos Brad Anderson / Carscoops

Genesis is growing up fast. Hyundai’s luxury arm has walked back its previous commitment to building only EVs, with hybrids and range-extenders now in development, and it officially launched the Magma brand in late 2024 to head up the performance side of things.

What exactly is Magma? You could think of Magma as the company’s equivalent to Hyundai’s N division or BMW M, committed to building vehicles that deliver immense power combined with exceptional control, without ruining the luxury experience buyers expect from a Genesis.

Also: GV60 Magma Arrives In America With 641 HP, But You Can Only Get It In Three States

Not only is Magma focused on delivering performance cars for the streets, but also at the racetrack. It recently made its 24 Hours of Le Mans debut with the GMR-001 hypercar, and is toying with the idea of GT3 racing, too.

Its first global production model is the GV60 Magma, and we recently had the opportunity to experience it first-hand. As a glimpse into the brand’s future, it’s a very exciting time.

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Photos Credits Hyundai Australia

In Australia, Genesis has launched the GV60 alongside the new rear-wheel drive GV60 Advanced. This high-powered, performance model has been a long time coming, launching more than two years after the related Hyundai Ioniq 5 N. Priced from AU$130,000 (US$90,300) before on-road costs, making it roughly AU$20,000 (US$13,800) more expensive than the Hyundai.

Review: The 2027 Genesis GV60 Is Brilliant, But It Will Never Be A Big Seller

Genesis has also confirmed US pricing for the 2027 GV60 Magma, and the number is a lot friendlier than the Australian figure suggests. It starts at US$69,950 before a US$1,545 destination fee, which is US$17,425 more than the base 2026 GV60 and US$10,050 more than the Hyundai Ioniq 5 N it shares so much with.

The performance version of the GV60 has been a long time coming. It follows a familiar recipe to the Ioniq 5 N and Ioniq 6 N, rocking twin electric motors that combine to deliver a peak 478 kW (641 hp) and 790 Nm (582 lb-ft) of torque. It’s the first model launched by Magma and is a sign of things to come with other performance cars. Crucially, Magma should not be considered in the same vein as Hyundai N, as it has a different philosophy: it’s eager to retain the luxury and refinement it’s known for, while adding some extra thrills.

Like Hyundai N’s two high-powered EVs, the GV60 Magma also has plenty of party tricks, but more on those later.

It looks like a proper performance car, too. It’s wider than the standard version, sits lower, has distinctive bumpers, forged 21-inch alloy wheels, and a mean-looking spoiler at the rear.

A Properly Sporty Cabin

Photos Hyundai Australia

The GV60 Magma has launched alongside the regular, facelifted model, and as such, benefits from all the same updates. These include a new, single 27-inch-wide screen housing the instrument cluster and the infotainment display. Crucially, Genesis has made it feel much more special than a run-of-the-mill GV60.

Among the key features are 10-way adjustable sports bucket seats, distinctive white contrast stitching and piping, and a unique steering wheel, complete with a bright orange Magma dial and a Boost button. Adding to the premium feel is brushed black aluminum trim. Sadly, there’s no white interior option like the standard model.

Boosting the premium feel of the Magma’s cabin is black suede-like Chamude material on the door panels, seats, and headliner. All in all, it feels like a genuine premium place to sit and, perhaps most importantly, has bucketloads of character, which isn’t something that can be said about most EVs.

Photos Hyundai Australia

Dive into the menu, and there’s a dedicated Magma section to play with all the extra settings and to view live performance metrics. It’s far less complex than the system used by the Ioniq 5 N and Ioniq 6 N, offering fewer areas of adjustability and not having all the same track-focused settings. Standard driving modes available include Range, Comfort, Sport, and the configurable My Drive Mode, as well as two models should you want to have ramp-up fun.

Review: More Porsche Than Hyundai, The Ioniq 6 N Is A Masterstroke

Genesis has stressed that the GV60 Magma is not supposed to be as extreme or as focused as something like the Hyundai Ioniq 5 N or Ioniq 6 N. As such, it includes a special GT model, which can be engaged with either the virtual gear shifts or without, and amps up the powertrain and steering systems. Similarly, the ‘active sound design’ system can be easily toggled on and off. If that’s not enough, there’s also a Sprint mode which puts everything into the most aggressive setting, as well as a Drift mode and battery conditioning settings for drag racing and long stints on a racetrack.

Photos Hyundai Australia

Compared to the Ioniq 5 N and Ioniq 6 N, the GV60 Magma does not have the same number of dizzying, performance and track-focused menus. It’s also not quite as configurable, which, again, is no bad thing, and underscores the EV’s slightly more poised and refined focus. Whereas the N products have more of that boy racer edge, the GV60 Magma will be better suited to the distinguished gentleman or CEO who wants something that makes a statement, is fun to drive, but doesn’t have the same hard edge.

So, How Does It Drive?

As you’d imagine from the headline figures, the GV60 Magma is a truly ferocious performer and yet somehow manages to retain most of the standard model’s levels of refinement.

Grip is tenacious. Sitting on bespoke Pirelli P Zero Elect rubber, the GV60 Magma hides its weight extraordinarily well, and thanks to the shorter wheelbase than the Ioniq 5 N, feels more compact on twisty roads.

Crucially, the Magma is an enjoyable car to drive at speed, while still remaining comfortable. With that being said, the ride is quite firm, even in Comfort mode, but it’s certainly comfortable enough for everyday driving. Genesis has fitted similar stroke-sensing electronically controlled suspension as is found in the Ioniq 6 N. If you want a GV60 that prioritizes a pillowy ride, well then the standard model will be better suited.

Photo Brad Anderson/Carscoops

The soundtrack is not quite as dramatic as the N products, but it’s still way better than any other EV out there trying to replicate the sound of an ICE. Compared to the new 6 N, for example, the faux exhaust backfires are nowhere near as loud, although they still sound surprisingly authentic, even though they are slightly muffled by the speakers. However, the soundtrack can have an annoying drone if left in its loudest setting and while cruising.

Magma has also made the note a little different than the Hyundais, aiming to replicate a six-cylinder rather than a turbocharged four-cylinder. It also ‘revs’ to 9,000 rpm and includes exterior speakers, so those around you can hear it too. For those who want their EV to sound like an EV, therefore remaining completely silent, the sounds can easily be switched off in the menu.

Another area of the driving experience that Genesis has nailed, just as well as engineering teams from Hyundai’s N division, is the simulated gear shifts. As with the Ioniq 6 N, which includes eight gears, the GV60 Magma is the same. They deliver the same kick through the chassis while shifting between the different ratios, really boosting the experience.

Read: GV60 Magma Arrives With 641 HP, But You Can Only Get It In Three States

Given the performance figures, it is suitably ferocious in a straight line. Genesis quotes a 0-100 km/h (62 mph) time of 3.4 seconds, and that’s exactly how quick it feels. We tested it in the wet, and recorded a time of 3.7 seconds with a GPS timer, so the claim will definitely be achievable in the dry.

If you’re seeking maximum acceleration, the Boost button on the steering wheel adds an extra 30 kW (40 hp) and 50 Nm (37 lb-ft) of torque for 15-second bursts. While those gains may not seem all that significant on paper, you can really feel the extra punch while behind the wheel. In Sprint mode, Boost kicks in automatically once you press the throttle beyond 90 percent. It’s also used with Launch Control.

Photo Credits Brad Anderson/Carscoops

As with other EVs with similar power levels, extracting the Magma’s performance credentials on the road is difficult, and would really only be something that’s achievable on a track. It’s an all-round phenomenal performer, delivering driving thrills that most other EV makers can only dream of achieving.

The brakes are also tremendous. It rocks huge 400 mm (15.7-inch) discs at the front with four-piston calipers, while positioned at the rear are 360 mm (14.1-inch) discs with single-piston calipers. These mechanical brakes work alongside the regenerative braking system, allowing the Magma to pull up from 100 km/h (62 mph) in just 33.8 meters.

What About The Normal EV Stuff?

A high-performance EV like this also offers a duality which is hard to replicate with similarly powerful combustion-powered vehicles. Shift out of GT, Sprint, or Sport mode, and engage Range or Comfort, and the GV60 Magma goes silent, gliding over the tarmac as well as any other luxury crossover.

When not using the paddle shifters to change gears, they’re tasked with adjusting the regenerative braking. As in the standard GV60, the Magma includes three levels of regen, in addition to a full one-pedal driving mode. It also offers an automatic mode that tweaks the regen depending on navigation information, map data, and traffic flow.

The downside of all the performance is efficiency, or lack thereof. Genesis quotes a combined efficiency rating of 21.5 kWh/100 km, giving the GV60 Magma a driving range of 425 km (264 miles). However, during our time with it, which included the single-day launch event and several days post-event living with one, that figure was closer to 27 kWh/100 km, reducing the driving range to just over 300 km (186 miles), which is poor.

On the plus side, the Hyundai group’s E-GMP, 800-volt electrical architecture does allow the Magma to charge quickly. Plugged into a 350 kW DC charger, where it can peak at 265 kW, a charge from 10-80 percent takes just 18 minutes.

Verdict

Photos Hyundai Australia

Genesis has a difficult task ahead of it. By automotive standards, it remains a relatively young player and has a lot of work to do before the average punter will view it in the same regard as BMW, Mercedes, Audi, or even Lexus. One could argue it’s launched the Magma brand a little too early and may have too much on its plate.

However, setting these challenges aside, there’s no denying the GV60 Magma is excellent. It will not be a high-volume seller, nor will the updated 2027 GV60 either, but it does a brilliant job walking the fine line between performance and poise. It feels more grown-up than the Ioniq 5 N and yet is just as enjoyable to drive. The future of the Magma brand is shaping up nicely.

Photos Hyundai Australia/Brad Anderson for Carscoops

The GV60 has always been a bit of an enigma. It shares its mechanical components with the Hyundai Ioniq 5 and Kia EV6, but the Genesis badge buys a more serious run at luxury and a higher price to go with it. Buyers have responded accordingly, which is to say the GV60 has never come close to matching the sales figures of its corporate siblings.

For the 2027MY, the automaker is looking to better differentiate the GV60 from the cars it shares a platform with. The range has undergone a shake-up in Australia, including the introduction of a new rear-wheel-drive model and the removal of the former all-wheel-drive performance version. Filling the void left behind by this model is the all-new GV60 Magma, serving as a compatriot to the Ioniq 5 N.

Read: 2027 Genesis GV60 Magma Wants To Make BMW And AMG Sweat

As the GV60 has navigated an ever-competitive market in an effort to find its niche, so too has the Genesis brand. Not satisfied with simply focusing on luxury models, it’s now going all-in on performance, creating the Magma brand, entering endurance racing, and now, toying with the idea of establishing its own GT3 racing team.

To see if the GV60 has finally found its niche in the market, we spent some time with the new rear-drive model in Canberra.

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Genesis Australia

Looking at photos of the updated GV60, you could be excused for thinking it’s exactly the same as the one that’s been on sale for the past few years. Evidently, Genesis wasn’t interested in overhauling its design, sticking to its recent formula of minor visual and technological upgrades.

Among the key changes made are reshaped front and rear bumpers, tweaked headlights, and new 19-inch wheels. Also new is the price.

When the GV60 first launched in Australia, exclusively in all-wheel-drive configurations, it started at AU$103,700 (US$72,500). In 2022, this was okay, as the market wasn’t as hot as it is now. With more affordable Chinese EVs now hitting the market, Genesis has been forced to cut prices, ditch the standard all-wheel-drive model, and launch the Advanced

Like recent updates made to the Ioniq 5 and EV6, it features a new 84 kWh battery pack and a new electric motor with 168 kW (225 hp) and 350 Nm (258 lb-ft). The price has also fallen to AU$88,300 ($61,800). Then there’s the new flagship GV60 Magma, priced from AU$130,000 (US$91,200) that we’ll be testing soon.

This version has been a long time coming. It follows a familiar recipe to the Ioniq 5 N and Ioniq 6 N, rocking twin electric motors that combine to deliver 448 kW (601 hp) and 700 Nm (516 lb-ft) of torque. It’s the first model launched by Magma and is a sign of things to come with other performance cars to come. Crucially, Magma should not be considered in the same vein as Hyundai N, as it has a different philosophy: it’s eager to retain the luxury and refinement it’s known for while adding some extra thrills. You’ll be able to hear our thoughts on the GV60 Magma next week.

This Is No Hyundai Interior

Genesis Australia

Cabin changes to the GV60 Advanced, like those made on the outside, are relatively minimal. A key addition is Hyundai’s excellent 27-inch infotainment and gauge cluster and an updated steering wheel.

As ever, the GV60 continues to give occupants a classy feel that makes it a joy to spend time driving.

Wireless Apple CarPlay and Android Auto are both standard across all GV60 models, and both work well. Compared to some all-new EVs from Asia, the GV60’s displays are relatively simple and lack some of the quirky features, games, and funky graphics. On the plus side, this means the software is exceedingly easy to navigate, without any overly complex menus.

As with all current Genesis models, the cabin of the GV60 feels premium and well thought out. Unlike so many other EVs out there, they are not overly reliant on screens, retaining a separate climate control screen and buttons. Among all EVs on the market, few do as good a job as the GV60 in perfectly combining tactile controls with screens. This includes the car’s famous spinning Crystal Sphere gear selector, which has been retained.

Review: 2023 Genesis GV60 Performance AWD Will Silence The Naysayers

A welcome update is the fitment of standard wing mirrors. The pre-facelift GV60 had been available with cameras, instead of mirrors, and while they worked well enough, they did leave a little to be desired. No doubt the cost of replacing them, were they to ever get damaged, would have been astronomical, too.

Other welcome features found within the Genesis include leather-appointed, 12-way adjustable driver and front passenger seats, heated and ventilated front seats, and dual-zone climate control. There’s also all the standard safety equipment you’d expect, including forward collision-avoidance assist, lane keeping assist and lane following assist, as well as parking aids and a 3D, surround-view monitor.

All That An EV Should Be

For everyday driving, the GV60 Advanced is a smooth and all-round quiet performer, which is just what existing Genesis owners would expect and is demanded by buyers coming from other luxury brands.

As with the pre-facelift model, the updated GV60 feels much like an Ioniq 5, although behind the wheel, it does feel slightly smaller and nimbler, owing to the 100 mm (3.9-inch) shorter wheelbase. Of course, it’s also noticeably more luxurious than the Hyundai, or the Kia EV6, and I think this alone is enough to justify the higher price tag.

Beyond this new model receiving a larger battery pack, it also includes improved pre-heating and cooling functions to boost charging speeds. Genesis doesn’t quote a peak DC charging speed for the standard GV60, instead noting that it supports DC fast charger stations rated at up to 350 kW.

Other E-GMP-based EVs from the Hyundai Motor Group typically cap out at around 220 kW or 230 kW. The driving range has been boosted to 561 km (348 miles) on the WLTP cycle, and a charge from 10-80 percent can take as little as 18 minutes through an appropriately fast charger. The GV60 also supports a vehicle-to-load (V2L) function, capable of delivering up to 3.6 kW of power, enough to run power tools and household appliances.

Chassis changes have also been made. This includes the fitment of a new low-friction U-joint to reduce steering friction and updated rear hydraulic bushings, minimizing vibrations and noise transmitted through the chassis. The GV60 Advanced beautifully soaks up imperfections in the road, although admittedly, most of the roads we drove on during the launch were silky smooth.

Thick, acoustic glass adds to the sense of isolation while behind the wheel of the GV60. It really is a serene experience, although much the same can be said about loads of other EVs on the market. This is ultimately one of the core appeals of electric powertrains, and is something that is nigh-on impossible to replicate in a combustion car.

Genesis Australia

Acceleration is solid, although certainly not neck-snapping quite like the old, all-wheel drive Performance model. Genesis doesn’t quite have a 0-100 km/h (0-62 mph) time, but it feels somewhere around the mid-7-second mark.

Updates have also been made to the regenerative braking. Like the older model, this new one includes four different levels of brake regen, including a one-pedal driving mode, all configurable using the steering wheel-mounted paddle shifters. A new feature is the full auto mode, which intelligently tweaks the level of regeneration depending on what the car thinks is appropriate, using traffic flow and navigation information and even taking into consideration upcoming intersections and roundabouts. For the most part, it works well.

Genesis quotes a combined efficiency of 16.7 kWh/100 km over the combined cycle. We ended up averaging 18.5 kWh/100 km, although this was over a relatively short loop of mountainous roads, so improvements can be expected in more ordinary and urban driving environments.

Verdict

There’s a lot to like about the 2027 GV60. It is an exceptionally polished and well-rounded EV and feels special enough to command a price premium over the related Hyundai Ioniq 5 and Kia EV6. For those looking for a practical, comfortable, and stylish EV, it is an excellent option.

Ultimately, it will not be a huge volume seller like some of the larger and cheaper EVs that have started to flood the Australian market. When compared to other premium alternatives from legacy brands, like Lexus with its RZ priced from AU$84,500 (US$59,300), and the BMW iX1 available from AU$79,900 (US$56,100), the GV60 stacks up quite nicely. Then again, you can buy a Tesla Model Y Premium for AU$68,900 ($48,200). Ultimately, the GV60 is an excellent choice for the discerning buyer, but perhaps not for the masses.

Genesis Australia

The launch of the Mini Aceman came as a bit of a surprise a couple of years ago, as most probably thought the British brand already had enough models in its line-up.

However, unlike the smaller Cooper and the larger Countryman, both of which come in combustion and all-electric forms, the Aceman is available only as an EV. It’s perhaps one of the most stylish options in this niche of the market, serving as a competitor to models like the Volvo EX30, Skoda Elroq, and Kia EV3.

Read: New Mini Aceman EV Is Big On Space, Small In Size

We recently spent a week living with the Mini Aceman to work out what it’s actually about. And we didn’t grab just any version off the shelf, but the flagship Aceman JCW e Favoured, the one meant to show what the range can do when nobody’s holding back.

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*Manufacturer

Photos Brad Anderson/Carscoops

The market for electric hot hatches is quite small, but it is slowly growing. In terms of outright performance, the Aceman could be easily dismissed compared to other electric hatches, including Mini’s smaller two-door Cooper JCW. However, this isn’t to say the Aceman isn’t interesting.

Powering the four-door is a 49 kWh battery pack driving a single electric motor with 190 kW (255 hp) and 350 Nm (258 lb-ft) of torque. This is quite a bit less than the electric Countryman SE ALL4 in JCW trim, rated at 230 kW (308 hp) and 494 Nm (364 lb-ft) of torque. But, unlike that model, the Aceman is front-wheel drive and feels far more frenetic out on the open road. More on that later.

In Australia, the Aceman JCW e Favoured that we drove is available from AU$65,990 ($46,400), excluding on-road costs. That’s more than some of the competition, but Mini models have often come at a premium over less stylish rivals, so that price tag certainly isn’t excessive.

Sporty, But Small

Photos Brad Anderson/Carscoops

The interior of the Aceman could perhaps be best described as joyful, just like other current Mini models.

In terms of practicalities, the Aceman lacks some of the practicalities found with other EVs. It retains a transmission tunnel, albeit a smaller one than combustion models, with only enough roof for a phone, two cupholders, and a small storage cubby. Similarly, the door pockets are small. However, the Mini more than makes up for this with personality.

The dashboard of our tester was clad in black recycled-knit polyester, with a sporty red pattern on the passenger side. It also had red contrast stitching, a red strap serving as the bottom spoke on the steering wheel, and had loads of gold-colored accents, including the speaker grilles and door handles.

Photos Brad Anderson/Carscoops

Sitting in the center is Mini’s now familiar circular infotainment display with wireless Apple CarPlay and Android Auto. Like other Mini models, it has a rather old-school head-up display that shines onto a clear panel which pops up from the dashboard. While it looks a little dated, a big perk is that it remains visible while wearing polarized sunglasses.

As the model we tested was the John Cooper Works version, it also included a Harmon Kardon audio system, a panoramic glass sunroof, and electric seats with a massage function for the driver. It also had one of the best ambient lighting systems I’ve experienced, displaying different patterns on the dash and door panels, and even had checkered patterns running alongside both sides of the glass roof.

The second row is large enough for children, but a no-go for taller adults with limited legroom and even less headroom. With the rear seats up, there’s up to 300 liters (10.5 cubic feet) of cargo space, or 1,005 liters (35.4 cubic feet) with the seats folded down.

Quick, But Compromised

My first impressions while behind the wheel were great. In fact, after stepping into the Aceman e JCW after a week in the more powerful Countryman SE ALL4, I was left scratching my head as to whether I’d read the spec sheet wrong, and it was actually the Aceman with more power.

Read: Mini Unleashed Two Ridiculous JCWs That Break All The Right Rules

The power delivery of the Aceman is noticeably sharper than in the larger electric Countryman. Whereas the all-wheel-drive configuration of the Countryman, and most other dual-motor EVs, delivers smooth, uninterrupted power and traction, the Aceman feels instantly more engaging as it frantically tries to direct power exclusively to the front wheels.

The downside of this setup is torque steer. Under full throttle, the steering wheel aggressively pulls to the left and then to the right, much like some of the industry’s leading hot hatches a decade ago. It can be fun, but it can be alarming, especially if the steer tugs to one side even while trying to accelerate gradually. Things are amped up considerably when you press the Boost button on the steering wheel, instantly unlocking an extra 20 kW (27 hp) for 10-second periods.

Photos Brad Anderson/Carscoops

Similarly, the Aceman struggles to put its power to the ground, particularly in wet conditions, repeatedly triggering traction control as it builds speed.

We found the Aceman e JCW to be slightly slower than Mini claims. The automaker says it can run from 0-100 km/h (62 mph) in 6.4 seconds, but the best time we achieved was 6.5 seconds, with two other runs at 6.7 seconds. Rolling acceleration is reasonable, clocking in at 5.6 seconds from 60-120 km/h (37-75 mph).

Fun In The Corners, Punishing Everywhere Else

For as thrilling as the Aceman can be to drive, the overall driving experience is tarnished by the ride. It’s not uncommon for EVs to ride quite firmly, as they have to carry heavy battery packs under their floors. However, this Mini has a ride so harsh that it makes my decade-old Renault Megane RS, a car noted for having a firm ride back in its day, feel rather plush by comparison.

Over undulating roads, you feel every single bump in the Aceman. On particularly rough roads, I’d glance over to see my partner’s head bouncing around like she was a bobblehead. While there’s no denying the Aceman feels connected to the road, there’s really no good reason for the ride to be this firm. It might work on an ultra-smooth racetrack, but it doesn’t suit driving on the road, let alone daily commuting in a sprawling city riddled with potholes.

On the flip side, the electric Aceman is plenty of fun to toss around corners. While it weighs in at a fairly heavy 1,745 kg (3,847 lbs), it feels significantly lighter, and the ultra-direct steering makes it easy to place on the road, allowing you to perfect that apex. However, regardless of what driving mode you’re in, and even if the traction control is switched off, it’ll still intervene mid-corner, desperately trying to keep those front wheels under control.

While the Aceman eJCW is fun to drive, it is not as engaging as the combustion-engined hot hatches and sporty SUVs priced at this level.

Drive Gently And The Range Delivers

Photos Brad Anderson/Carscoops

The limited driving range is also an issue. A 49-kWh battery pack is roughly on par with some others in this class, like the EX30 with its base 51 kWh pack, and the smaller Alpine A290 with its flagship 52 kWh pack, but those models don’t offer the same level of power. Mini quotes a driving range of just 355 km (221 miles), but that drops significantly if you start driving the car as it’s designed to be driven.

However, unlike some other EVs, it should actually be possible to achieve the quoted driving range. If you drive more sedately, the Aceman will happily average 14 kWh/100 km with the brake regen set to its most aggressive setting.

Verdict

We applaud Mini for developing a sporty, JCW version of the Aceman, as it’s a genuinely entertaining vehicle to drive. It feels quicker than it is, hides its weight well, and has direct, engaging steering.

Unfortunately, it’s let down by a ride that makes it feel jittery and on edge on anything but the smoothest of pavement. If Mini were able to give it a more comfortable ride and rein in some of that torque steer, it could be a very compelling option. For now, interested buyers would probably be best opting for one of the cheaper, less sporty versions.

Photos Brad Anderson/Carscoops

Not too long ago, EVs sat out of reach for most people, carrying steep premiums over the simpler combustion cars they were meant to replace. That has changed in many markets like Australia, where a flood of new Chinese brands has pushed small electric hatchbacks within reach of ordinary buyers who never seriously considered one before.

The single cheapest EV on sale in the country is the BYD Atto 1, starting at a shade under AU$26,000 (equal to US$18,100 at current rates), though its tiny footprint holds it back from the start. The second-cheapest is the car in front of you here, the GAC Aion UT, and it sidesteps that problem by being large enough to appeal to a wider audience, all while asking about the same as a basic Toyota Corolla. That combination of size and price is what makes it worth a closer look.

Read: Porsche Built The Macan EV For The World, GAC Built A Bigger One For China

For those who don’t know, GAC, or the Guangzhou Automobile Group, is a state-owned brand from China that launched in Australia at the end of 2025. As we discovered while spending a week with the Aion UT, GAC has developed an electric hatch with a lot going for it.

QUICK FACTS

Photos Brad Anderson/Carscoops

Obviously, the Aion UT’s price is the headline. When it was launched, the first 600 examples were priced from AU$30,990 (US$21,600) in Premium guise and AU$35,990 (US$25,000) for the Luxury version. These prices have since been increased to AU$32,990 (US$23,000) and AU$37,990 (US$26,400), respectively, yet it still remains a very good deal. The Toyota Corolla Hybrid starts from AU$32,110 (US$22,300).

We reviewed the flagship Aion UT Luxury model. Designed to compete with models like the BYD Dolphin and MG 4, the GAC model uses a 60 kWh battery pack and a front-mounted electric motor with 150 kW (201 hp) and 210 Nm (155 lb-ft) of torque. That’s enough power for a hatchback like this, and despite the reasonably small battery pack, the quoted range of 430 km (267 miles) is respectable.

In photos, and in person, the Aion UT certainly stands out from most other hatchbacks in the market. It has a reasonably long 2,750 mm (108.2-inch) wheelbase, or 100 mm (3.9 inches) longer than a Toyota Corolla, and exceptionally short front and rear overhangs. Clearly, GAC has made the most of the skateboard-like electric architecture, creating a cabin as spacious as possible. Overall, it looks funky and fun, although, of course, not everyone looks for those attributes in a car.

Sleek And Premium

Photos Brad Anderson/Carscoops

Given how cheap the Aion UT is, I had expected it to come equipped with a cabin that felt stripped-back, basic, and was clad in the trashiest materials known to man. That’s not the case at all. In fact, it feels impressively premium.

A large 14.6-inch infotainment display sits in the center of the dashboard. It’s much the same as any other you’ll find in a new car out of China, housing all of the important controls, including those for the climate control. Crucially, the A/C settings are located on a tab at the bottom of the screen, so they’re always accessible.

The screen itself is crystal clear and colorful, responding quickly to inputs in a way that displays in cars from many older legacy brands simply can’t match. Clearly, despite the car’s bargain price point, GAC hasn’t skimped on processing power.

Photos Brad Anderson/Carscoops

Also found within the Aion UT’s cabin is an 8.8-inch driver display. While it works well enough, it offers virtually no customization options and does look a little bland.

Elsewhere, the hatch is bathed in plenty of synthetic leather that’s exceptionally soft to the touch and adds to the premium feel. There’s also a wireless smartphone charger, heated and ventilated seats, and a heated steering wheel. Annoyingly, the lack of physical buttons means these functions must be activated on the screen. A panoramic glass roof on the Luxury is another welcome feature.

Read: GAC Is Now Building A $248,000 Flying Taxi

I was particularly fond of the faux-metal air vents and the toggles used to open and close them, which reminded me of the vents on some recent Volvo models. As with a Tesla, features such as the wing mirrors have to be adjusted through the central display and then via the steering wheel controls, which can be a nuisance when switching between drivers.

The overall sense of spaciousness is impressive. While the Aion UT is relatively compact, it doesn’t feel cramped inside. This is the same in the second row as it is in the front, where there’s enough legroom and headroom for two tall adults. On the flip side, there’s just 321 liters (11.3 cubic feet) of cargo space at the back, or 689 liters (24.3 cubic feet) with the second-row seats folded down.

A Budget Price, But Not A Budget Drive

Photos Brad Anderson/Carscoops

While there are some new EVs we’ve tested that feel like they’re not quite finished, that is not the case here. The GAC Aion UT Luxury is efficient and comfortable, and it shows that you don’t need an absurd amount of money to enjoy the serenity of an EV.

Peak figures of 150 kW (201 hp) and 210 Nm (155 lb-ft) may not seem like all that much compared to some compact EVs out there, but it’s a lot more than a basic Corolla 1.8L Hybrid that costs about the same and delivers just 103 kW (138 hp). GAC says the Aion UT can hit 100 km/h (62 mph) in a respectable 7.3 seconds, and in our testing, that time felt right on the money.

The Aion UT doesn’t feel frantic off the line, despite being on par with some warm hot hatches, but instead delivers its power in a smooth, linear fashion. It also manages to avoid the torque steer that can trouble front-wheel-drive EVs at this level of power.

The GAC is also impressively efficient. During our time with the car, we averaged 15.1 kWh/100 km, beating the carmaker’s claim of 16.4 kWh/100 km, so the quoted 430 km (267 miles) range is very much achievable in the real world. It is possible to tweak the level of regenerative braking, but only by diving into the infotainment system, rather than using paddle shifters for on-the-fly adjustments like some other EVs. Additionally, there’s also no one-pedal driving mode, which is a shame.

What’s not so good is the steering feel, because there isn’t any. The steering, regardless of the driving mode, is extraordinarily light and provides very little feedback about what’s going on under the front tires. As such, the Aion UT can feel out of sorts when driven in a sporty manner through some twisty roads. The cheap, Chaoyang tires don’t help in this regard.

Also disappointing is the charging speed. The Aion UT only supports DC charging at up to 87 kW, which is pretty poor, and means charging from 30-80 percent takes 24 minutes. As for AC charging, it’s the standard 11 kW expected of most current EVs, more than enough for an easy overnight charge at home.

Ride quality in the Aion UT is excellent and, once again, defies what you might expect from a vehicle at this price point. It doesn’t have the same extraordinary level of comfort and suppleness as the Kia EV4 we recently tested, which rides more like a premium German sedan than an affordable EV, but the GAC isn’t far off.

Over speed bumps and through potholes, the hatch feels composed and almost always delivers a comfortable ride. It will serve customers brilliantly as a daily driver in this sense, as it never feels tiresome to drive, no matter how dodgy the road surface may be.

Perhaps the most frustrating part of driving the Aion UT is its safety systems. As standard, things like the fatigue and distraction alert systems are engaged, and will beep even if you take your eyes off the road momentarily. Similarly, the speed limit warning constantly dings. All of these systems have to be disengaged through the screen every time the car is turned on, which is annoying.

Verdict

Photos Brad Anderson/Carscoops

The GAC Aion UT is exactly the type of vehicle that could sway some traditional ICE buyers to switch to an EV. Sure, the design is somewhat polarizing, but found beneath the skin is a competent package that’s practical, efficient, and enjoyable to drive.

However, prospective buyers will have to live with some intrusive safety systems and subpar regenerative braking. Here’s hoping GAC is readying some over-the-air software updates for the EV, as they could easily morph it from a good EV into a great one.

Photos Brad Anderson/Carscoops