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Chinese commercial vehicle and heavy equipment manufacturer Sany has sold 15 electric trucks to Indonesian mining contractor Saptaindra Sejati. The company recently held a handover ceremony at the Sany Intelligent Truck Industrial Park in Changsha, Hunan Province, China.

By Sagar Parikh

20.05.2026 - 06:00

Saptaindra Sejati has purchased a fleet of Sany’s SE588 heavy-duty model. Sany provided the client with a factory tour and test drives during the handover ceremony before shipping the trucks to Indonesia. Before these 15 units, the Indonesian company had acquired two vehicles for trials and started operating them at Indonesian mining sites in late 2025.

Over the last few months, Saptaindra Sejati used the trial units in operations involving a total Gross Combined Weight (GCW) of 220 tonnes. Sany says that, besides handling complex operating conditions, the trucks demonstrated reliability in the tropical rainforest climate of the region where they were deployed. Saptaindra Sejati has also committed to a future procurement plan involving nearly 100 trucks, although no further details are available at this point.

Sany manufactures the SE588 in a ‘Composite’ version with a Gross Vehicle Weight (GVW) rating of 80 tonnes and a ‘Super’ version with a GVW rating of 120 tonnes. The former has a kerb weight of 12.6 to 13.6 tonnes, while the latter tips the scale at 14.6 tonnes. Both feature a single centrally mounted 480 kW motor, a six-speed automated manual transmission, and a 588 kWh battery pack that can be swapped in five minutes.

The battery pack also supports dual-gun fast charging, taking the state of charge from 20 per cent to 80 per cent in as little as 55 minutes. Sany claims the SE588 can travel up to 445 kilometres on a single charge.

Commenting on the fulfilment of the order from Saptaindra Sejati, Sany Group Director and Sany Truck Chairman Lincoln Liang said: “Against the backdrop of global energy transition and deepening China-Indonesia cooperation, Sany will continue to leverage its full industrial chain advantages. Drawing on our leading smart manufacturing strengths in new energy, we will join hands with your company to build a global benchmark for zero-carbon mines.”

The Tesla Model Y may well be facing a major challenge from the BYD Sealion 7 when it comes to its ranking of best-selling EVs in Australia, but it remains the dominant choice when it comes to fleet owners.

A new report from Origin Energy, the country’s biggest electricity retailer, notes that 27 per cent of the EVs in its leasing and subscription program are Tesla Model Y electric SUVs, more than double the next most popular electric cars, the Kia EV5 and the VW ID.4.

The data is included in a “lessons learned” report delivered as part of the obligations of Origin’s Fleet Electrification program that has been partly funded by the Australian Renewable Energy Agency.

The program aims to deliver 1,000 EVs to the fleet program, but Origin says the transition has been hindered by the lack of good electric ute options.

Source: Origin Energy.

“Passenger vehicle choice is no longer a barrier for most take-home fleets,” Origin writes.”

“Utes are a different story. Despite making up around 22% of new vehicle sales, there’s limited EV ute options, and those that are available cost more than the ICE equivalent and have limited range.”

And it notes that only two new electric utes have entered the Australian market over the past year. (And one electric ute, the Ford F150 Lightning, is no longer available).

As a result, just 5.2 per cent of Origin’s lease and subscription sales over the reporting period were utes – and all of these were the BYD Shark 6 plug-in hybrids.

Ute prices electric

Source: Origin Energy.

Origin says that for most fleet managers, the decision to go electric comes down to cost, and if the total cost of ownership (TCO) isn’t lower than an equivalent ICE vehicle, “it halts most decisions – any emissions benefit is a bonus, not a driver.”

Still, Origin says it is starting to see a shift. “A small but growing number of customers, particularly in carbon-intensive industries like construction, are now treating emissions reduction as equally important as cost when making fleet decisions.”

That it says is being driven by a couple of factors, including Australia’s own efforts to reduce emissions and by pressure from overseas, particularly on the Australian divisions of companies that operate internationally.

The other major observation from Origin was on the clear preference on “take-home” vehicles, given that these qualify for the federal government’s FBT exemptions, while pool cars do not.

“The sales Origin is making are almost entirely concentrated where customers can access the FBT exemption,” it says, adding that charger funding by ARENA has not been sufficient to close the TCO (total cost of ownership) gap on pool vehicles.

That said, the issues around home charging also needed to be resolved, including developing systems that allowed employees to have their home charging costs covered by their employer, in much the same way as occurs with fuel cards.

“Managing public charging remains an admin burden for fleet managers and drivers – multiple apps, cards and expense claims across different networks,” it notes.

“Origin’s had strong uptake on it’s OneCharge solution that helps solve this, by centralising charger activation and billing across six of the major public charging networks, and aggregating costs onto the fleet bill.”

It concludes: “Driver and fleet manager hesitation is real, but manageable – flexible trials, data-driven suitability tools, and hands-on experience all play a role in converting interest into commitment.

“Vehicle availability is improving for passenger fleets, but the ute segment remains a significant gap that limits electrification for a large portion of the Australian fleet market.”

After the December end-of-incentive sales rush (NEVs are no longer exempt from purchase tax this year), and the following sales slump, high gas prices and a never ending wave of new models has allowed April to reach record EV market share, with plugins surpassing the 60% barrier for the first time!

But while in the past it was achieved thanks to record EV sales, this time, this is thanks to a significant ICE (internal combustion engine) crash. The overall market dropped 22% year over year (YoY), to around 1.4 million sales. ICE-powered models were at the epicenter of this disruption, crashing 37% YoY, but plugin hybrids (PHEVs) were also down 25% in April, and even extended-range electric vehicles (EREVs) dropped, albeit a more moderate 11% YoY.

The only thing that grew in April? Pure electrics. Despite having fewer incentives, BEVs were up 2% YoY, to 579,000 sales. So, this meant that BEVs scored a record 42% BEV share in China!

Adding PHEVs (13% share) and EREVs (6%) to the tally meant that in April a record 61% of all cars sold in China had a plug!

This result pulled the 2026 share to 49% (in the same period last year, it was at 48% share). BEVs on their own were also up, to 32% (30% BEV in Jan–April ’25). Expect to see plugins north of the 50% mark, and BEVs over 33%, at the end of the first half of the year.

Another interesting statistic is that the breakdown between pure electrics and plugin hybrids is shifting, to the profit of BEVs. At the beginning of the year, PHEVs were profiting from the incentive-derived BEV drop, but pure electrics are returning with a vengeance. April showed a 68% vs. 32% breakdown, to the benefit of BEVs, significantly above the 65%/35% average of 2026 so far.

Having a quick look at Chinese exports — even here plugins are breaking new ground. EV share scored a record 53%, or 406,000 units, in April alone. And with Chinese OEMs fast winning share overseas, markets where they are present in large volumes are also being quickly electrified….

The BYD Atto 1 is currently Australia’s cheapest electric vehicle (EV), and that makes it a very important car.

We often talk about EVs in the context of SUVs, premium sedans and long-range family cars, but the Atto 1 is something simpler and arguably more relevant. It is a small, affordable electric city hatch that can fit into normal suburban life without demanding a luxury-car budget.

I’ve spent about a month in the Atto 1 Premium, using it mostly around Brisbane for school runs, shopping, commuting and general suburban driving. I covered roughly 1200km, and the little BYD returned an indicated average of 11.9kWh/100km (official claimed energy consumption for the Premium is 16.0kWh/100km).

This is not a perfect car, and there are some very obvious places where BYD has saved money. But it doesn’t feel like that money has been saved on the electric drivetrain, the refinement, or the fundamentals of how it drives.

This is one of the best ways for families and EV skeptics to get into a well-priced small electric car that can fit into inner-city life as an ideal second vehicle, or for those who commute to work and value space and refinement on a budget.

How much does the BYD Atto 1 cost?

There are two BYD Atto 1 variants available in Australia.

BYD Atto 1 Essential $23,990

BYD Atto 1 Premium. $27,990

The Premium tested here costs $4000 more than the Essential, but it brings a more powerful electric motor, a larger battery, more range and more equipment.

The Essential uses a 30kWh LFP battery and 65kW/175Nm electric motor, with a claimed WLTP range of 220km. The Premium steps up to a 43.2kWh LFP battery, 115kW/220Nm motor and 310km of WLTP range.

For most buyers, the Premium looks like the better pick. The Essential’s lower price is obviously attractive, but the extra range and performance of the Premium make it a more useful car beyond very short urban trips.

Even at $27,990 before on-road costs, the Premium still looks inexpensive in the current market. It is not just cheap for an EV; it is priced in the same conversation as many petrol and hybrid city cars.

That is what makes the Atto 1 interesting. It is not trying to be a cut-price Tesla Model 3 or a cheaper BYD Dolphin. It is a genuine city car, with city-car pricing, and it happens to be electric.

To see how the BYD Atto 1 stacks up against the competition, use our comparison tool

What is the BYD Atto 1 like on the inside?

The cabin is better than you might expect for the money, but it is also where you can most clearly see the cost-cutting.

The seats are comfortable, the driving position is good, and visibility is excellent. Over a month of daily use, the Atto 1 worked well as a small family runabout. My kids didn’t complain about rear legroom or headroom, and it handled the normal routine of school bags, shopping and short suburban trips without issue.

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Officially, the Atto 1 has a 308-litre boot, expanding to 1037L with the rear seatbacks folded. That is useful given the car’s size, and in practice it feels like enough for the kind of daily use this car is designed for.

However, it is worth noting the Atto 1 is a four-seater, not a five-seater. The 2+2 layout means this is not the car for families that need to accommodate three children across the rear.

Material quality is mixed. The top of the doors is covered in very hard plastic, and that is exactly where I tend to rest my arm while driving. It becomes annoying because the section around the door handle is much softer and nicer. It feels like BYD spent money in some places, but not always in the places you touch most often.

It is a similar story across the dashboard. The top of the dash is hard, while some of the trim around the buttons feels softer and more expensive. That is not unusual in a car at this price, but it does stand out because the rest of this pint-size electric hatch feels more polished than expected.

The gear selector is also not my favourite design. It sits to the left of the start button, and from a normal driving position the start button is almost hidden. You get used to feeling for it, but it is not immediately intuitive.

The selector itself requires you to push down for Drive and up for Reverse, while Park is a separate button on the side. Again, you get used to it, but it feels like a solution that is different for the sake of being different.

The steering wheel buttons also feel mediocre. This is a budget EV, so you have to expect some compromise, but these controls are used every day and they could be better without adding much cost.

On the plus side, the 10.1-inch touchscreen is excellent, and BYD includes wireless Apple CarPlay and Android Auto. However, I found the Apple CarPlay connection did not always restart automatically when the car turned back on. I often had to go into the menu and force it to reconnect, which became irritating.

And the stereo is dreadful, to be kind. The Atto 1 has a four-speaker sound system, and this is one area where I would love to see an upgrade or at least an option for a better sound system. If this bothers you – as it did me – you can always get an aftermarket speaker upgrade.

The climate controls can also be improved. The car has some physical shortcuts, including buttons for the air-conditioning, but not enough of the important controls are physical. Some of the touchscreen icons could be larger, and the layout feels like BYD went halfway with physical controls but didn’t quite finish the job.

There are also two different buttons that seem to perform very similar air-conditioning functions. It would make more sense if one controlled power and the other adjusted fan speed or temperature.

The front USB-C port is welcome, but the USB-A outlet feels less useful in 2026. Two USB-C ports would be better.

The wireless phone charger in our car was too slow to be useful for my iPhone 17 Pro Max. It was charging at a maximum of 5-7W, which was barely keeping the battery at a stable level with wireless CarPlay on.

BYD says it should charge at 50W, but that might be specific to Android phones as it certainly doesn't seem to support the iPhone 17's 25W charging capability. Ultimately, you can just plug in via USB-C, but that's a waste of a feature.

The Atto 1 comes with a normal key and an NFC card for your wallet, which you can tap on the window to lock or unlock the car. Both worked well during our test.

We got over all the little things we found annoying pretty quickly because the cabin is actually very good overall. The basics are strong. The seats are comfortable, the interior is surprisingly quiet, the driving position is good, and the Atto 1 feels more substantial than its size and price suggest.

To see how the BYD Atto 1 stacks up against the competition, use our comparison tool

What’s under the bonnet?

There are two different Atto 1 drivetrains available in Australia.

The Premium’s 115kW/220Nm electric motor is more than enough for a small city car. In fact, it is one of the best parts of the car.

The Atto 1 does not feel underpowered. It is zippy off the line, responsive in traffic, and quick enough that you never feel like you have bought a cheap EV and therefore have to accept weak performance.

BYD says the Premium will do the 0-100km/h sprint in 9.1 seconds, but the number is less important than how it feels around town. It has the instant torque delivery you expect from an EV, but it is also well calibrated. It does not constantly spin the front wheels, and it does not feel nervous or overdone.

The official WLTP range is 310km, and my indicated 11.9kWh/100km average suggests the Atto 1 can be very efficient in suburban use. That result was achieved in Brisbane driving, not a controlled test, so it should be treated as an observed figure rather than a laboratory comparison.

Charging is one of the Atto 1’s strengths. Both variants support 11kW AC charging, via which BYD says a 0-100 per cent AC charge takes 3.5 hours. BYD also claims a 10-80 per cent DC fast-charge takes 30 minutes, with the Premium supporting up to 85kW of DC power.

For a city EV, that 11kW AC capability matters. If you have three-phase power and the right home charger, the Atto 1 can be topped up quickly at home. That makes it much easier to live with than the numbers on the spec sheet might suggest. Also when compared against the MG 4 – a car which I spent a year with – the 11kW versus 7kW charging rate is a massive time-saver.

As with any EV, though, the ownership experience changes if you can’t charge at home. The Atto 1 makes the most sense for people who can plug in overnight or during the day at home or work.

To see how the BYD Atto 1 stacks up against the competition, use our comparison tool

How does the BYD Atto 1 drive?

This is where the Atto 1 impressed me the most. It drives well. It is comfortable, quiet, easy to place on the road, and more refined than I expected for such an inexpensive EV.

The acceleration is genuinely good for this type of car. The Atto 1 Premium feels quick enough around town, and the torque delivery is smooth and predictable. It does not have the strange, overly aggressive front-drive wheelspin that some small EVs can have, and that makes it feel more mature than expected.

The steering is good, the brakes are strong, and the driving position is very good. Outward visibility is excellent, which helps make the car feel even smaller and easier to manoeuvre than it already is.

At 3990mm long, 1720mm wide and 1590mm tall, the Atto 1 is properly compact. Around the city and suburbs, that makes it very easy to park and very easy to drive through traffic. You can put it almost anywhere.

The ride is a little firm, but I don’t think it is a deal-breaker. Some people may find it firmer than they expect, but across the suburban roads I used it on it never felt harsh or poorly sorted. It feels like a small car, but not a cheap and nasty one.

The more impressive part is the noise insulation. Because it is an EV, there is no engine noise to mask tyre and road noise, yet the Atto 1 is very quiet inside. You can barely hear much noise intruding into the cabin, so BYD has clearly not stripped out all the sound deadening materials or other refinement measures to hit the low price.

If it had obvious road roar or wind noise, it would constantly remind you this is a cheap EV. Instead, it feels calm and surprisingly polished.

The reversing camera is also very good, and that combines with the excellent visibility to make the Atto 1 easy to live with in tight urban spaces. It really is an ideal city car.

The main annoyance is the constant beeping of the safety systems. Even if the volume is not particularly loud, the Atto 1 finds a lot of reasons to alert you.

The driver-assistance systems are well intentioned, but the constant alerts can become frustrating. You can turn them off, but you have to do so each time you turn the vehicle on.

This is not unique to BYD, and many newer models have become too eager to sound warnings, but in the Atto 1 it was one of the things I noticed most across the month.

To see how the BYD Atto 1 stacks up against the competition, use our comparison tool

What do you get?

The BYD Atto 1 is available in two variants: Essential and Premium. The Premium builds on the Essential with a larger battery, more power, more range, and extra comfort equipment.

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2026 BYD Atto 1 Essential standard equipment highlights:

15-inch steel wheels with 175/65 R15 Hankook tyres

Tyre repair kit

Automatic halogen headlights

Keyless entry and start

NFC card key access

7.0-inch digital instrument cluster

10.1-inch touchscreen infotainment system

Wireless and wired Apple CarPlay and Android Auto

BYD App Suite, including apps such as Disney+ and YouTube

4G cloud services

Over-the-air software update capability

Voice control via 'Hi BYD'

Four-speaker sound system

USB-A and USB-C outlets

Leatherette upholstery

Four-way manually adjustable front seats

Leatherette-wrapped steering wheel

Two-way steering column adjustment

50:50-split/folding rear seats

Vehicle-to-load capability

308L boot capacity, expanding to 1037L with the rear seats folded

The Essential is clearly built to hit a price, but it still covers the basics well. You get the same 10.1-inch infotainment touchscreen, digital instrument cluster, smartphone mirroring, keyless entry and start, and V2L functionality as the more expensive Premium.

The BYD Atto 1 Premium adds:

16-inch alloy wheels with 185/55 R16 Hankook tyres

Automatic LED headlights

Rain-sensing wipers

Power-folding exterior mirrors

Wireless phone charger

Six-way power-adjustable driver’s seat

Four-way power-adjustable passenger seat

Heated front seats

Four-way steering column adjustment

One-touch up/down driver’s window

Surround-view camera

For the money, the Premium is the one I’d be buying. The extra equipment is nice, especially the powered and heated front seats, LED headlights and surround-view camera, but the bigger reason to step up is the extra performance and range.

To see how the BYD Atto 1 stacks up against the competition, use our comparison tool

Is the BYD Atto 1 safe?

The BYD Atto 1 has a five-star ANCAP safety rating. The rating applies to all variants, following category scores of 82 per cent for adult occupant protection, 86 per cent for child occupant protection, 76 per cent for vulnerable road user protection and 79 per cent for safety assist.

ANCAP says the rating is based on testing of the BYD Dolphin Surf, as this car is known in Europe, and that it has confirmed the Australian-market Atto 1 has the same safety specification.

Standard safety equipment includes autonomous emergency braking, lane support, speed assistance with traffic sign recognition, and six airbags. ANCAP notes a centre front airbag is not available.

From a driver’s perspective, the Atto 1 feels solid and well built. It does not feel like a flimsy budget car, and I was perfectly happy driving my kids around in it.

The frustration is the way some of the safety systems communicate with the driver. There is too much beeping, and it can become annoying in everyday driving. That is something BYD needs to continue refining, because safety technology is only useful if people don’t immediately go looking for ways to turn it off.

To see how the BYD Atto 1 stacks up against the competition, use our comparison tool

How much does the BYD Atto 1 cost to run?

BYD Australia covers its vehicles with a six-year, 150,000km warranty and its batteries with an eight-year, 160,000km warranty.

The Atto 1 Premium’s 43.2kWh LFP battery gives it a claimed 310km WLTP range, while the official claimed energy consumption figure is 16.0kWh/100km.

Service intervals are 12 months or 20,000km, whichever comes first.

To see how the BYD Atto 1 stacks up against the competition, use our comparison tool

CarExpert’s Take on the BYD Atto 1 Premium

The BYD Atto 1 Premium is exactly the sort of EV that Australia needs more of.

It is affordable, efficient, easy to drive and genuinely useful as a city car. It does not try to be a long-distance family SUV, and it does not need to. It makes the most sense as a first EV, a second family car, or a low-cost urban commuter for someone who can charge at home.

The Atto 1 is not perfect. The stereo is bad (really bad), the wireless phone charger is weak, the beeping is annoying, the climate controls need work, and some of the interior plastics feel cheap in the places you touch most often.

But the fundamentals are very good. It is quiet, comfortable, zippy, easy to park, efficient and better built than its price suggests.

The most important thing is that it doesn’t feel like BYD saved money on the electric drivetrain. That is what makes the Atto 1 so convincing.

For the money, this could be the best entry-level EV available in Australia. It is not just cheap, it is good.

XCMG Auto showcased its latest new energy commercial vehicle lineup at Agrishow 2026 in Ribeirão Preto, Brazil, as the Chinese manufacturer continues expanding its presence in Latin America’s fast-growing agricultural transport market.

As one of the largest agricultural technology exhibitions in Latin America, Agrishow brings together global manufacturers, agri-tech companies, and logistics operators focused on improving efficiency across the agricultural supply chain.

At this year’s exhibition, XCMG presented its 528 kWh battery-electric tractor truck alongside an electric light truck, highlighting the company’s push into new energy transportation solutions for agriculture and logistics applications.

The 528 kWh electric heavy-duty truck was developed for high-load transportation scenarios in Brazil’s agriculture and forestry industries. According to XCMG, the vehicle can reduce operating costs by up to 60% compared with conventional diesel-powered trucks, offering fleet operators a lower-cost and lower-emission alternative as the region accelerates its transition toward greener transportation.

Also on display was XCMG’s electric light truck, designed for short- and medium-distance transportation of agricultural materials and fresh produce. Equipped with an AMT gearbox, the vehicle is aimed at improving driving comfort and operational efficiency while lowering energy consumption and maintenance costs.

By combining heavy-duty and light-duty electric truck products, XCMG is targeting a broad range of transportation scenarios across the agricultural logistics chain, including farm operations, warehousing, mining and port logistics, and urban retail distribution.

During the exhibition, the company’s booth attracted farm owners, logistics operators, and industry visitors interested in the application of new energy commercial vehicles in agricultural transportation. Industry attendees viewed electrified transport solutions as a potential pathway for upgrading regional agricultural logistics networks.

Beyond vehicle products, XCMG is also strengthening its localized operating ecosystem in overseas markets. The company said it is continuing to improve charging infrastructure, after-sales support, financing services, and digital operation platforms to provide customers with more comprehensive operational support.

Beyond vehicle sales, XCMG is also promoting an integrated overseas operating model built around charging support, after-sales services, financing, and digital fleet management.

According to the company, XCMG now holds the leading market share in Brazil’s new energy heavy-duty truck segment through its product portfolio and service network. Moving forward, the company plans to further expand its global new energy commercial vehicle business and introduce more green and efficient commercial vehicle products.

Anthony Albanese has said there’s no reason why electric vehicles can’t be manufactured in Australia.

Australian Prime Minister Anthony Albanese says he wants to reboot the local car manufacturing industry, and he laments the loss of Australia’s own car brand, Holden.

According to the Herald Sun newspaper, when asked about car making at a News Corp event to promote local industry during Australia Made Week on Monday (May 18) in Melbourne, Victoria , Mr Albanese said there was “no reason why we can’t make [electric] vehicles” in Australia.

Australia has not produced a complete vehicle since Holden closed its local manufacturing operations in late 2017, within weeks of Toyota doing the same, and after Ford ended local production in October 2016.

The end of full vehicle manufacturing not only impacted the automakers that produced them, but also the hundreds of local businesses which formed the supply chain for the final three auto brands making cars here.

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“At the very least, we can make parts and components including batteries here,” said the PM, according to the Herald Sun. “Indeed, there are companies looking at doing just that.”

Australian companies still operating successfully post-Holden include PWR, a world leader in cooling technology whose products are seen in Formula 1 racing.

Other examples include Redarc, which makes vehicle integration systems; ARB, which makes bull-bars and off-road equipment; and Newcastle based suspension brand Lovells.

There’s also Melbourne-based Applied EV, which produces its Blanc Robot ‘skateboards’ for autonomous electric vehicles, however, it has had to look beyond Australia for a partner in Suzuki, which recently overtook Honda as Japan’s second-largest auto brand.

Then there are the recent struggles of Carbon Revolution, which lost hundreds of millions following cancelled contracts to supply its world-leading wheels to automakers, forcing it into receivership in March 2026.

Administrator McGrathNicol blamed Australia’s “high cost of manufacturing” for the wheel maker's woes, a factor also blamed for the demise of local car manufacturing, but Mr Albanese said “new technology” opens the door for Australia to step back into the manufacturing arena.

“We saw a decline of manufacturing in Australia because of differential labour costs. New technology means that labour is less important than transport costs.

“Because technology is ubiquitous, it’s available everywhere,” said Mr Albanese.

“We stepped back, the United States did as well, and we saw manufacturing go largely to China and Asia. That creates a vulnerability, and we need to use the capacity that we have to make more things here.”

The managing director of Australia’s Advanced Manufacturing Growth Centre (AMGC), Dr Jens Goennemann, said the PM is on the right track.

“The bitter truth is that Australia’s car industry declined because our finished vehicles were not globally competitive, and we lacked the scale and depth in local value chains to produce significant automotive sub-components,” he told CarExpert.

“In that context, the Prime Minister is right to focus first on building globally competitive component manufacturers – this is where economies like Australia can succeed.”

Dr Goennemann suggested the approach should “do what successful economies do: back capable yet small companies and help them scale.

“A sustainable automotive industry must be export-focused, technology-led and globally competitive. This combination creates durability, not protectionism or nostalgia.”

Mr Albanese’s comments come days after Ford's Broadmeadows factory, which built the Falcon, Fairlane and Territory among many other models between 1959 and its 2016 closure, was confirmed as the site for a new data centre.

Shadow industry minister Andrew Hastie criticised the Albanese government, pointing to the amount of federal funding for electric vehicles made overseas, and calling for it to be directed to local production instead.

“The Albanese government plans on spending even more taxpayer money than we spent on Aussie car makers subsidising electric vehicles that are made in China,” he said in a speech in March 2026, referring to the Fringe Benefits Tax concessions on EVs, which the government has since announced it will gradually wind back .

“In the current financial year, Treasury estimates $1.35 billion will be spent to subsidise the purchase of electric vehicles… in a single year.

“In contrast, in [the] 2010-11 financial year, total budgetary assistance for our Aussie car industry was $519 million, or $770 million in today’s dollars – just over half as much as EV subsidies cost today.”

Australian manufacturing can succeed, says Bernie Quinn, a former Ford executive who is now the boss of Melbourne-based engineering firm Premcar, which has developed showroom models for brands including Nissan and Mitsubishi.

“We’re doing it through secondary manufacturing at the moment, but this could be expanded to build cars in Australia for Australians,” Mr Quinn told CarExpert in a wide-ranging Expert Insights interview last year.

“We’d have to invest a lot of money. We’d have to build all that capital equipment again and all that infrastructure again.

“It wouldn’t be easy. But is it possible? A hundred per cent, yes. Would it be successful? 110 per cent. With the right attitude and the right amount of commitment it could be very, very successful.”

Australian Made Week runs from May 18 to 24, 2026.

Over 20 million battery electric vehicles and plug-in hybrids were on the roads globally by 2025—not just in major markets like China, Europe, the USA, and India. As an ICCT study shows, eleven emerging economies also added a combined total of around one million new electric vehicles—double the number from 2024.

The International Council on Clean Transportation (ICCT) highlights that in 2025, roughly one in four new cars worldwide was a battery-electric vehicle or plug-in hybrid. The majority of the approximately 20 million new BEVs and PHEVs registered last year were in China, Europe, the USA, and India. However, this strong growth is not limited to these key markets alone. Electric vehicles are also gaining traction in less prominent countries, as shown in the latest edition of the ICCT’s ‘Global Market Monitor for Light-duty Vehicles.’ The 36-page report compiles and analyses sales figures in the four aforementioned automotive markets, as well as in eleven emerging economies.

Key findings: China remained the world’s leading EV market in 2025. “China remained the world’s leading EV market, representing 62% of all global light-duty electric sales and capturing 71% of global production,” the report notes. The ICCT refers to ‘Light-Duty Vehicles (LDVs)’ and includes passenger cars and light commercial vehicles such as vans, pickups, and transporters. Additionally, while the ICCT uses the term ‘electric vehicles,’ it defines these in a footnote as battery-electric vehicles and plug-in hybrid vehicles.

In Europe, approximately 4.1 million electric vehicles were sold last year, according to the ICCT’s counting method, representing a 33% increase compared to 2024. BEVs accounted for roughly twice the share of plug-in hybrids in the market—specifically, they made up 18% and 9% of the total drivetrain mix, respectively.

In India, around 202,000 electric vehicles were sold in 2025—99% of which were battery-electric vehicles. According to the analysts, this marks a significant increase compared to the 125,000 units sold in 2024. The market share of electric vehicles in India thus reached 4.1% in 2025. Tata Motors, India’s second-largest automotive manufacturer, secured the top position with around 64,000 BEVs sold.

Icct global electric vehicle market monitor for light duty vehicles scaled

There is much to suggest that this momentum in India will continue: “National and state policies supported growth in the electric LDV market in India in 2025, alongside the continued development of domestic EV manufacturing capacity. Key contributing factors included incentives for local EV investment and reductions of the Goods and Services Tax for EVs,” the study’s authors state.

The USA, meanwhile, was the only major market to experience a decline in sales figures: in 2025, around 9% of passenger cars and light commercial vehicles sold in the United States were plug-in vehicles—a decrease of one percentage point compared to 2024. The USA’s share of global EV production also fell from seven to five per cent in 2025. This ‘was driven in part by automakers’ investment pullbacks and a shift away from EVs in response to the changing policy landscape,” the authors explain. Interestingly, on this shrinking market, manufacturers based in Europe led sales, including Volvo (31%, predominantly PHEVs), BMW (18%), Mercedes-Benz (14%), and the Volkswagen Group (14%).

The ICCT’s report also dedicates significant attention to eleven emerging economies, which together accounted for around one million BEVs and PHEVs in 2025—nearly double the previous year’s figure. Vietnam achieved an EV share of 37%, followed by Thailand (24%), Turkey (18%), Indonesia (16%), and Colombia (11%).

Emerging economies exhibited highly varied compositions of BEVs and PHEVs, influenced by a range of manufacturers and evolving policy measures, the authors clarify. In Vietnam (99%), Indonesia (96%), and Malaysia (90%), BEVs made up almost the entire sales volume of electrified vehicles, whereas PHEVs continued to gain importance in Latin America, South Africa, and the Philippines.

Icct global electric vehicle market monitor for light duty vehicles scaled

The ICCT identifies the growing diversity of models as a key driver of increasing electrification. “As in 2024, European manufacturers continued to lead sales in the U.S. market, including BMW (18%), Volkswagen Group (14%), and Mercedes-Benz (14%). Automakers with higher EV sales shares also tended to offer more models, selling between 10 and 13 models in 2025.” In emerging markets, however, established automotive manufacturers continue to lag behind Chinese competitors. BYD, for instance, expanded its presence in new markets while maintaining its strong market position in plug-in vehicles in Brazil (63% market share of the country’s total BEV and PHEV sales), Indonesia (49%), and Colombia (48%).

“Rapid growth in these emerging markets is attributable to an increase in domestic manufacturing (particularly VinFast in Vietnam and Togg in Türkiye), growing access to affordable models, and consistent policy support. Indonesia, Malaysia, and the Philippines all more than doubled their sales year-over-year,” the ICCT concludes

Spluttering journeys across Sydney Harbour may soon give way to quieter trips with the New South Wales government to trial an electric ferry from 2028 before the fleet is expanded.

The government said on Monday that contracts had been signed for the new 24-metre, battery electric ferry to be trialled for 12 months from 2028 – two years later than originally planned. It is hoped it will operate on a new Sydney fish market route when it enters passenger service in 2029.

The transport minister, John Graham, said the trial would inform the transition of Sydney’s entire ferry fleet from diesel propulsion, originally slated for 2035.

“This northern beaches-designed, Australian-built ferry will provide a quieter ride and cleaner air on the harbour,” he said.

In 2024, the Minns government announced plans to replace Sydney’s fleet of 40 diesel-powered ferries with Australian-made, electric or hydrogen-powered vessels by 2035, but the start date of the electric trial comes two years later than the project’s proposed start date of early 2026.

Despite the target, the government says no decision has been made about investing in additional electric ferries, which will depend on the success of the trial by Transport for NSW and private ferry operator Transdev.

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The Transport for NSW coordinator general, Howard Collins, said testing would look at the vessel’s reliability and charging systems, to be installed at Barangaroo wharf, in “real-world conditions”. This will include passenger and crew feedback.

Sydney ferry

The transition of Sydney’s entire ferry fleet from diesel propulsion was originally slated for 2035 but the trial comes two years later than the original start date of early 2026.

Construction on the trial vessel will begin later this year by Tasmanian shipyard Richardson Devine Marine, which built the seven Parramatta River class ferries, which have been launched in stages since May 2024.

The new electric battery ferry is modelled on the same design by Sydney-based naval architects Incat Crowther.

As of January, the River Class vessels, which run on diesel but are designed to be converted to electric propulsion, have fully replaced retiring RiverCat and SuperCat vessels after 30 years of service.

The new Sydney fish market opened at the start of this year, offering everything from flowers, pizza, bánh mì and artisan cheese, but no ferry service. In January, the Sydney Morning Herald reported that marketgoers would have to wait at least a year to travel there by ferry, with plans for a $30m wharf still in the design stage.

The government has committed to net zero emissions across its public transport operations by 2035. Last month it announced that all-electric bus, train and light rail services would run on fully renewable energy from next year under a new $1.9bn deal.

But fossil fuels are still used on most of the state’s public buses, as well as on diesel-powered ferries and intercity and regional trains.

The government has ordered more than 500 electric buses, of which hundreds are already in operation, with 7,500 more expected to fully replace the 8,000-strong fleet of diesel-powered vehicles.

In March, the NSW anti-slavery commissioner found Transport for NSW had not taken reasonable steps to engage with groups affected by the potential use of forced labour in Xinjiang in China and the Democratic Republic of Congo in supply chains for lithium-ion batteries.

Australia’s largest distributor of electricity Ausgrid has begun trialling its first electric prime mover as well as a new heavy vehicle charging solution that combines a grid connection with integrated battery storage.

The new Volvo FH Aero Electric prime mover, which boasts a range of up to 400 kilometres and fast charging up to 350 kW, will haul loads of more than 30 tonnes along routes stretching from the Upper Hunter to Southern Sydney.

The company says early result showing that the vehicle is already performing comparably to diesel alternatives in day-to-day operations and not yielding any reduction in productivity.

The heavy vehicle charging solution comes from Australian start-up Hub Zero Energy and is supplied by Grid Rig and combines a standard grid connection with integrated battery storage.

Image Credit: Ausgrid

Hub Zero CEO and co-founder Mahan Perera said that the new heavy vehicle charger has been designed to avoid complex upgrades and was installed in a matter of hours.

“Some of the challenges with heavy vehicle electrification include the time and cost it can take to install charging infrastructure,” said Perera.

“This trial is demonstrating a different approach – using rapid deployment, battery-assisted fast charging to avoid the need for grid upgrades and digging up the ground – simplifying the process and getting infrastructure in place more quickly and cost-effectively.”

Ausgrid hopes that the trial will help improve understanding about how electric heavy vehicles can support essential services.

Feedback from the drivers has so far been “overwhelmingly positive”, according to Ausgrid, with drivers noting the quieter, smoother, and more comfortable driving experience compared to traditional diesel trucks.

“This is an important milestone in our fleet electrification journey,” said Nigel Lowry, Ausgrid Group executive for property, logistics, and governance.

“Our prime mover trucks play a critical role in getting equipment to our crews across the network, so it’s important that any new technology can do the job reliably.

“So far, what we’ve seen is encouraging. The truck has been able to carry significant loads and operate productively alongside our existing fleet.”

BYD’s 1500kW Flash charging to expand in Australia beyond Denza Z9 GT

Regular BYD family electric SUVs sold in Australia will one day be capable of recharging as quickly as filling with petrol.

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Electric Cars

BYD’s 1500kW Flash charging to expand in Australia beyond Denza Z9 GT

Electric-car fast-charging technology capable of replenishing a battery from 10 to 97 per cent full in nine minutes will not remain the preserve of the six-figure Z9 GT super wagon from its Denza luxury brand.

That is according to Denza Australia chief operating officer Mark Harland, who told Drive an expansion of the ‘Flash’ charging technology to cheaper models from Denza and BYD, is inevitable.

“I look at the Flash charging the way I look at Formula One,” Harland said in recent weeks.

“So Z9 GT right now is the pinnacle of technology for BYD, Denza – the family, if you will.

BYD’s 1500kW Flash charging to expand in Australia beyond Denza Z9 GT

“In the coming years – I would say it's not going to happen overnight – in coming years, we take that technology and it trickles down across the range in Denza [and], further in the future, probably BYD.”

The Denza executive did not give a timeline for when Flash charging tech will reach other models, but it is likely contingent on the expansion of the network – which will launch later this year with five locations at Denza dealers – and the rollout of new models.

In China, it is already offered on a variety of BYD group models, from an electric version of the Denza B8 four-wheel-drive – sold in China as the Fangchengbao Bao 8 – to the successor to the small electric SUV currently available in Australia as the BYD Atto 3.

All claim the same market-leading charging times: 10 to 70 per cent in five minutes, and 10 to 97 per cent in nine minutes, with an extra three minutes added for vehicles being replenished in sub-zero climates – a less relevant claim for Australia.

BYD’s 1500kW Flash charging to expand in Australia beyond Denza Z9 GT

Flash chargers can deliver up to 1500kW – nearly four times what Australia’s current most powerful EV chargers (400kW) can deliver, and 10 times the 150kW plugs common in the country’s capital cities.

The fastest-charging electric car in Australia is the Zeekr 7X RWD, which can replenish its battery from 10 to 80 per cent full in a claimed 13 minutes at up to 450kW – a figure it cannot achieve on current infrastructure.

A Tesla Model Y takes 25 to 30 minutes to charge from 10 to 80 per cent at 175kW to 250kW, depending on model, while today’s BYD Atto 3 needs 40 minutes to cover a 10 to 80 per cent charge, based on Drive testing.

BYD’s 1500kW Flash charging to expand in Australia beyond Denza Z9 GT

The Denza Z9 GT will be a low-volume vehicle, and with a price above $100,000 – and possibly as high as $160,000, based on European RRPs – only a handful of Australians will get to experience its 850kW tri-motor drivetrain and 2.7-second 0-100km/h time.

Given its 122kWh battery quotes about twice the capacity of the BYD Atto 3 successor, but it claims the same change time, it is presumed that it can accept much higher charging power, closer to the 1500kW maximum of the Flash chargers.

“We're not going to limit ourselves just to those [initial Denza showrooms with Flash chargers],” said Harland.

BYD’s 1500kW Flash charging to expand in Australia beyond Denza Z9 GT

“I think we had three examples [announced initally; Sydney, Melbourne and Adelaide], but we’ll also have Brisbane and Perth.

“As our dealer network multiplies, we'll have Flash charging at a lot of the ship stores – not every store,” noting that the Denza brand launched in December with four showrooms, now expanded to eight, and hoped to reach 20 to 25 by year’s end.

“We'll try to get Flash charging in those flagship stores across the country by Q4 [October to December], essentially is what we're aiming for.”

Tesla was the best-selling EV brand in Australia last year, but it collected more cash from its energy division than its automotive business. .

Tesla collected more revenue from energy storage and home battery installations than sales of its Model Y and Model 3 electric vehicles (EVs) in Australia last year.

According to company filings, Tesla’s Australian energy operations posted $2.5 billion in revenue last year, higher than its automotive business, which posted $1.92 billion, a decline of 21 per cent year-on-year.

That’s despite the Model Y remaining Australia’s best-selling EV, helping keep Tesla as the country’s most popular EV brand with 28,856 sales. Second-placed BYD came within striking distance, however, with 25,287 EV sales.

Tesla’s vehicle sales result was significantly lower than the 38,347 it achieved in 2024, when BYD – which still finished second – sold only 14,260 EVs.

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In the local energy space, Tesla sells Powerwall home storage batteries as well as its Megapack industrial batteries used at the 300MW ‘Victorian Big Battery’ near Geelong and at the 150MW Hornsdale Power Reserve in South Australia.

Energy rebates have seen strong take-up of home batteries, with around 455,000 installed in Australian homes and businesses by the end of 2025, according to the Clean Energy Council.

Tesla also sells EV charging equipment, which is classified as part of its energy business rather than its automotive division.

Its net profit across both divisions in Australia in 2025 was $52.7 million, down 19 per cent and including $3 million of credits sold as part of the New Vehicle Efficiency Standard (NVES), which came into effect last year.

The NVES is a national set of regulations that outlines annual average CO2 targets, with brands exceeding these subject to financial penalties.

Tesla sells only zero-emission EVs, meaning it was able to sell ‘credits’ to automakers which had exceeded the limits, helping them avoid penalties.

To the end of April 2026, the Model Y remains Australia’s best-selling EV, but the BYD Sealion 7 SUV sits in second at fewer than 500 units behind, while the Model 3 has slipped from third in 2025 to currently sit eighth.

BYD currently leads EV sales in Australia, with Tesla second and Kia third.

1st Tesla Model Y RWD $68,218 8.5/10

2nd Zeekr 7X RWD $65,618 8.5/10

3rd Skoda Enyaq 85 Sportline $63,990 8.0/10

4th BYD Sealion 7 Premium $60,272 7.0/10

5th Kia EV5 Earth AWD $69,590 6.0/10

Subaru Australia has opened pre-orders for its new all-electric Uncharted SUV, pricing the dual-motor model from $59,990 before on-road costs, while also cutting prices across its updated Solterra and incoming Trailseeker electric SUV ranges.

The new Uncharted will sit in Subaru’s growing “Sport Electric Vehicle” line-up alongside the Solterra and Trailseeker, giving the Japanese brand a smaller and more affordable electric SUV option in Australia.

The Uncharted will arrive locally mid-year in a single AWD variant, powered by a dual-motor electric drivetrain producing a combined 252kW. Subaru claims a 0-100km/h time of around five seconds, putting it closer to the brisk end of the mainstream electric SUV market.

The Uncharted uses a 74.7kWh CATL lithium-ion battery, with Subaru quoting a preliminary WLTP driving range of up to 522km. DC fast charging is rated at up to 150kW, with Subaru claiming a 10-80% charge time of around 30 minutes. AC charging is listed at up to 22kW, meaning it is three-phase capable where the right home or public charging infrastructure is available.

As you would expect from Subaru, all-wheel drive is central to the pitch. The Uncharted gets Subaru’s Symmetrical All-Wheel Drive system, dual-mode X-Mode with Grip Control, Downhill Assist Control and a Multi-Terrain Monitor. Ground clearance is listed at 211mm, which gives it more of a light-adventure brief than some low-slung electric crossovers.

Inside, the Uncharted looks a pretty similar setup to the Solterra and Trailseeker, featuring a 14-inch centre touchscreen, a 7-inch LCD multi-information display, wireless Apple CarPlay and Android Auto, in-built satellite navigation, dual wireless phone chargers, a digital rear-view mirror.

It also features heated front and rear outboard seats, a heated steering wheel, ambient lighting and a 10-speaker Harman Kardon audio system.

MY26 Uncharted interior

Image: Subaru

There is also a 360-degree camera system, powered tailgate, 20-inch alloy wheels and a vehicle-to-load outlet rated at 220V/1500W. Safety equipment includes Subaru Safety Sense, Vision Assist, blind spot monitoring, rear cross traffic alert, safe exit assist, front and rear parking sensors, adaptive driving beam and a driver monitoring system.

“The Uncharted needs to be experienced to be truly understood, it will surprise you in all the best ways,” said Scott Lawrence, general manager of Subaru Australia. “It’s super energised, nimble, corners on a dime and makes you feel like the car constantly wants more from you.”

The Uncharted AWD is priced from $59,990 before on-road costs. A panoramic roof is available for an additional $1,200, while a panoramic roof with two-tone paint costs an additional $2,400.

Uncharted key specifications

Price From $59,990 before on-road costs

Powertrain Dual-motor electric (front + rear)

Combined power output 252 kW

0–100 km/h Approximately 5 seconds

Drive system Subaru Symmetrical All-Wheel Drive

Battery 74.7 kWh CATL lithium-ion

Driving range Up to 522 km (WLTP)

DC fast charging Up to 150 kW (10–80% in approx. 30 min)

AC charging 22 kW (three-phase capable)

Ground clearance 211 mm

Off-road systems Dual-mode X-Mode with Grip Control and Downhill Assist Control

Platform e-Subaru Global Platform

Body style Small SUV (5-door)

Meanwhile, Subaru has announced revised pricing for the MY26 Solterra and Trailseeker ranges, with cuts of between $2,000 and $4,000 depending on the model.

The Solterra AWD now starts at $61,990, down from $63,990, while the Solterra AWD Touring drops from $69,990 to $67,990. The larger Trailseeker AWD has been cut from $67,990 to $63,990, while the Trailseeker AWD Touring drops from $73,990 to $69,990 (all before on-roads).

The pricing moves suggest Subaru is trying to sharpen the value equation for its electric range as competition intensifies in the Australian EV market and competes for marketshare along with the likes of Tesla’s Model Y, Zeekr’s 7X, Renault’s Scenic e-tech, Hyundai’s Elexio, BYD’s Sealion 7, just to name a few.

The new Uncharted now becomes Subaru’s cheapest electric model in Australia, undercutting the revised Solterra AWD by $2,000 and the Trailseeker AWD by $4,000.

Pre-orders for the Subaru Uncharted are open now through authorised Subaru retailers and Subaru’s Australian website.

China’s inaugural Golden Lithium Awards highlighted the country’s accelerating focus on solid-state batteries, sodium-ion chemistry, dry-electrode manufacturing, and localised battery supply chains.

The awards, officially titled the 2026 Golden Lithium Awards Excellent Lithium Battery New Material Enterprises and Projects Selection, were organised by the Chinese battery industry research platform RealLi Research and announced on May 16. The event covered battery makers, materials suppliers, equipment manufacturers, and recycling companies across the lithium battery sector.

Solid-state battery race expands

Several major Chinese battery companies received awards for their work on solid-state or semi-solid-state battery development programs.

CATL was recognised for the mass production of its third-generation Qilin Battery, progress on its second-generation sodium-ion battery, and CTC 2.0 battery-to-body integration technology.

BYD’s battery division, FinDreams Battery, received a “Technical Breakthrough and Innovation Award” for second-generation Blade Battery mass production and what the organiser described as “Hohan solid-state battery breakthroughs.”

EVE Energy was recognised for its Longquan No.2 all-solid-state battery program and 4680 cylindrical battery production, while Gotion High-Tech received recognition for its Jinshi solid-state battery project. Tailan New Energy was also listed for the industrialisation of automotive semi-solid-state batteries.

The original RealLi announcement did not disclose technical specifications, commercialisation schedules, or vehicle deployment timelines for those solid-state battery projects.

Several Chinese self-media accounts later circulated additional claims about BYD solid-state batteries, including a CLTC range of 1,218 km, more than 10,000 charging cycles, and planned installation in future Yangwang and Han EV models. Those figures did not appear in RealLi Research’s original award announcement and could not be independently verified through official BYD disclosures.

Sodium-ion and dry-electrode technologies gain attention

The awards also highlighted increasing investment in alternative battery chemistries and manufacturing technologies.

CATL’s second-generation sodium-ion battery program was included among the winning projects, while multiple companies received recognition tied to dry-process electrode manufacturing, lithium salt materials, manganese-based chemistries, and silicon-carbon anodes.

Hunan Yuneng was recognised for dry-process lithium iron phosphate technology, while Jiatuo New Energy received recognition for dry-electrode production equipment and solid-state battery manufacturing systems.

The supply-chain awards covered lithium salts, separators, electrolytes, graphite materials, coating systems, and battery recycling infrastructure.

Battery ecosystem expansion

The winner list also reflected China’s broader battery supply-chain expansion strategy.

Companies including Ganfeng Lithium, Enjie, StarCharge Materials, Ronbay Technology, BTR, and Tianci Materials received awards tied to lithium refining, separators, cathode materials, electrolytes, and recycling systems.

RealLi Research said the inaugural awards attracted hundreds of participating companies and projects from across the lithium battery industry.

CATL’s battery installation volume for EVs in China till April, 2026. Credit: China EV DataTracker

Market context

China EV DataTracker data shows CATL installed 29.06 GWh of EV batteries in China during April 2026, representing a 46.6% market share. CATL’s LFP installations reached 19.53 GWh during the month, while ternary NMC batteries accounted for 9.53 GWh.

The broader battery industry expansion comes as automakers and battery suppliers continue facing production pressure tied to rising EV demand. Earlier, BYD chairman Wang Chuanfu acknowledged battery supply constraints linked to growing flash-charging EV demand.

Separately, we recently reported that Chinese startup Pure Lithium said its solid-state battery continued operating after a cut test while the company reached 500 MWh of output capacity, reflecting broader industry activity around next-generation battery technologies.