2025 BYD Denza D9 review: Quick drive

Denza is about to go on the hunt for Kia Carnival, Zeekr 009 and Lexus LM buyers.
The luxury offshoot of Chinese mega brand BYD is looking at bringing the D9 people mover to Australia as a luxury offering with some high-tech powertrain options on the table.
At a preview drive in China I tested out the Denza D9 DM-i plug-in hybrid (PHEV), and while it mightn't look like a cutting-edge option, the powertrain and drive experience were surprising.
There is no confirmation yet that the D9 is coming to Australia, but in China it is priced between 339,800 and 600,600 yuan, or approximately A$72,750 to $128,500.
The former pricing is for the DM-i plug-in hybrid model, while the high-end option is the fully electric model. It is understood that, if the D9 was released in Australia, it would be a plug-in hybrid first and foremost, with a limited market for $130,000-pus electric people movers here…
That space is currently occupied by the Zeekr 009, and the LDV Mifa 9 – neither of which have seen significant cut-through or sales volume in Australia. Oh, and the Lexus LM range, which kicks off at $160,000 or so for a plug-free hybrid.
The big-name in the Aussie market, though, is the Kia Carnival, which accounts for more than 80 per cent of all new people movers sold in the market.
But that is the official new-vehicle number, and doesn't include the grey-import market for Toyota Alphard and Vellfire vehicles – reportedly tallying 599 units in 2024.
That, according to BYD/Denza insiders, could be the market segment that this car will aim at. In other words, above a high-spec Carnival hybrid ($76,630 plus on-roads) but below the aforementioned six-figure electric MPVs.
In China, it has a heap of standard equipment, and comes with a 2+2+3-seat layout with middle-row captain's chairs.
Have your say in the comments – what should the D9 cost, if it comes Down Under?
Up front there are screens aplenty.
The driver gets an older-style 10.25-inch instrument display with a heap of at-a-glance information on offer, while the central touchscreen is a decent 15.6 inch unit with a number of key controls managed through it.
There is climate control adjustment for all three rows of seating available through the screen, and handily that part of the menu system stays docked at the bottom as well.
It is a deep tech setup with dozens of menus on offer, but I didn't have much time to play with it.
The test vehicle had a second 10.25-inch touchscreen for the front passenger, with connected services allowing live streaming (and the back seat screens have that, too).
Thankfully there are numerous useable physical controls as well, including buttons for the sliding rear doors and a number of other features. One that might get a lot of use is the button on the steering wheel to bring up the surround-view camera.
It feels plush and comfortable, but also practical. There are cupholders between the seats, a console storage area, and a hidden shelf below the 'bridge' between the seats.
The test vehicle featured down pillows for front and middle-row occupants, and the driver gets a digital camera mirror system to see out the back, as the rear-view mirror can appear crowded with a few faces on board.
Second-row riders are spoiled.
There are 50W wireless charging smartphone docks, USB-C charging ports, and touchscreens to adjust heating, cooling, massage and media settings. It's a very plush place to sit.
There is a fridge that opens to second-row occupant too, with temperature adjustable between -6°C and +50°C – so you can keep your choccy milks cool or your sausage rolls hot.
There are media screens for rear riders as well, and the overall comfort and entertainment experience is clearly aimed at the two in the middle row of seats.
The biggest concern for potential buyers of this car could be that very seat layout.
It has a 2+2+3 design, with the centre row seating being focused on luxuriousness rather than outright practicality, and that means those buckets don't slide forward to allow third-row access.
Instead, you're expected to (be small enough to) slither between the captain's chairs to access the very back. It's manageable, but it certainly makes the slide/fold setup of MPVs like the Carnival seem simply elegant.
Admittedly, no Carnival has the level of plushness the captain's chairs here have. But I'm not so sure that is as important as easy third-row access.
Once in the very back row, the space is decent but not mindblowing. With the middle-row seating set for me to have a good amount of room, I was a bit cramped in the very back (at 182cm/6'0").
My knees were just brushing the lovely leather-accented trim and my toes were tightly positioned under the seat, but there are great amenities in the back.
Third-row passengers get things like cupholders (x4), pockets on the middle-row seatbacks (x6), USB-C ports (x2), electric sliding and reclining for the seats, and even third-row seat heating and cooling!
There's also a flip-down armrest, and it would make a more comfortable six-seater than seven-seater, I'd say. Additionally, there are ISOFIX child seat anchor points in the window seats for both rear rows, and top-tethers, of course, too.
Boot space varies between 390 litres with the third row upright to a claimed 2310L with the rear rows of seating folded away.
Again, it isn't as cleverly packaged as a Carnival when it comes to the boot area, as those very rear seats cannot be folded down into the floor area, meaning you'll have to plonk stuff on top if you need to take a lot of stuff with you.
Here are the specs of the Denza D9 DM-i, which is the model we had a chance to test… which probably wasn't by accident.
And if you're curious, here are the EV version's specs:
Which would you be keener to see here? Have your say in the comments.
My drive of the D9 was brief, so this part of the review will be, too.
What I learned after a couple of laps of a carpark with a marked course and hundreds of witches hats was that this is a better handling thing than you'd think. It's a 2.7-tonne bus after all, but it hustles.
With a MacPherson front suspension setup and multi-link rear-end with adaptive damping, there was a level of driveability that I wasn't expecting from the D9.
Of course it exhibits some body roll – in fact, it exhibits a lot of body roll. But the way that it ties corners together is impressive, with steering that is involving and direct, with trustworthy responsiveness.
I had more fun than I expected to while pushing it through a slalom and attempting some tighter twists and turns.
And the powertrain is superb, too. With a strong surge of torque from the electric motors at low speeds, the petrol engine kicks into life at about 70km/h, making for strong continued progress as pace climbs.
There is a positive feel to the brake as well, despite it possessing a less aggressive regenerative braking system than you might expect – there's no single-pedal driving option.
I didn't really attempt any parking manoeuvres, but the camera and sensor array made me feel confident it would be a simple thing to pilot into a spot, despite its size.
Full specs and details aren't known yet, but below is a guide as to what the Chinese-spec model has.
2025 Denza D9 equipment highlights:
The Denza D9 has a heap of standard safety gear fitted, as you'd expect – but it hasn't been tested by ANCAP or Euro NCAP, naturally.
It runs the DiPilot 300 ADAS system, with the following sensors included:
It also has dual front, driver's knee, front side, rear side, and full-length curtain airbags.
It is expected that Denza will hit our market with a strong warranty offering – possibly mirroring that of parent company BYD at six years or 150,000km.
Battery pack warranty will be eight years, as is the industry standard. Servicing details and roadside coverage are yet to be determined.
The Denza D9 is a plush and premium feeling people mover.
It perhaps isn't as practical as a Kia Carnival, but it has a plug-in hybrid system that sets it apart.
Should it make its way Down Under with competitive price positioning, the Denza D9 could be very intriguing for families and fleet customers alike.MORE: Everything BYD
Content originally sourced from: CarExpert.com.au
Denza is about to go on the hunt for Kia Carnival, Zeekr 009 and Lexus LM buyers.
The luxury offshoot of Chinese mega brand BYD is looking at bringing the D9 people mover to Australia as a luxury offering with some high-tech powertrain options on the table.
At a preview drive in China I tested out the Denza D9 DM-i plug-in hybrid (PHEV), and while it mightn't look like a cutting-edge option, the powertrain and drive experience were surprising.
There is no confirmation yet that the D9 is coming to Australia, but in China it is priced between 339,800 and 600,600 yuan, or approximately A$72,750 to $128,500.
The former pricing is for the DM-i plug-in hybrid model, while the high-end option is the fully electric model. It is understood that, if the D9 was released in Australia, it would be a plug-in hybrid first and foremost, with a limited market for $130,000-pus electric people movers here…
That space is currently occupied by the Zeekr 009, and the LDV Mifa 9 – neither of which have seen significant cut-through or sales volume in Australia. Oh, and the Lexus LM range, which kicks off at $160,000 or so for a plug-free hybrid.
The big-name in the Aussie market, though, is the Kia Carnival, which accounts for more than 80 per cent of all new people movers sold in the market.
But that is the official new-vehicle number, and doesn't include the grey-import market for Toyota Alphard and Vellfire vehicles – reportedly tallying 599 units in 2024.
That, according to BYD/Denza insiders, could be the market segment that this car will aim at. In other words, above a high-spec Carnival hybrid ($76,630 plus on-roads) but below the aforementioned six-figure electric MPVs.
In China, it has a heap of standard equipment, and comes with a 2+2+3-seat layout with middle-row captain's chairs.
Have your say in the comments – what should the D9 cost, if it comes Down Under?
Up front there are screens aplenty.
The driver gets an older-style 10.25-inch instrument display with a heap of at-a-glance information on offer, while the central touchscreen is a decent 15.6 inch unit with a number of key controls managed through it.
There is climate control adjustment for all three rows of seating available through the screen, and handily that part of the menu system stays docked at the bottom as well.
It is a deep tech setup with dozens of menus on offer, but I didn't have much time to play with it.
The test vehicle had a second 10.25-inch touchscreen for the front passenger, with connected services allowing live streaming (and the back seat screens have that, too).
Thankfully there are numerous useable physical controls as well, including buttons for the sliding rear doors and a number of other features. One that might get a lot of use is the button on the steering wheel to bring up the surround-view camera.
It feels plush and comfortable, but also practical. There are cupholders between the seats, a console storage area, and a hidden shelf below the 'bridge' between the seats.
The test vehicle featured down pillows for front and middle-row occupants, and the driver gets a digital camera mirror system to see out the back, as the rear-view mirror can appear crowded with a few faces on board.
Second-row riders are spoiled.
There are 50W wireless charging smartphone docks, USB-C charging ports, and touchscreens to adjust heating, cooling, massage and media settings. It's a very plush place to sit.
There is a fridge that opens to second-row occupant too, with temperature adjustable between -6°C and +50°C – so you can keep your choccy milks cool or your sausage rolls hot.
There are media screens for rear riders as well, and the overall comfort and entertainment experience is clearly aimed at the two in the middle row of seats.
The biggest concern for potential buyers of this car could be that very seat layout.
It has a 2+2+3 design, with the centre row seating being focused on luxuriousness rather than outright practicality, and that means those buckets don't slide forward to allow third-row access.
Instead, you're expected to (be small enough to) slither between the captain's chairs to access the very back. It's manageable, but it certainly makes the slide/fold setup of MPVs like the Carnival seem simply elegant.
Admittedly, no Carnival has the level of plushness the captain's chairs here have. But I'm not so sure that is as important as easy third-row access.
Once in the very back row, the space is decent but not mindblowing. With the middle-row seating set for me to have a good amount of room, I was a bit cramped in the very back (at 182cm/6'0").
My knees were just brushing the lovely leather-accented trim and my toes were tightly positioned under the seat, but there are great amenities in the back.
Third-row passengers get things like cupholders (x4), pockets on the middle-row seatbacks (x6), USB-C ports (x2), electric sliding and reclining for the seats, and even third-row seat heating and cooling!
There's also a flip-down armrest, and it would make a more comfortable six-seater than seven-seater, I'd say. Additionally, there are ISOFIX child seat anchor points in the window seats for both rear rows, and top-tethers, of course, too.
Boot space varies between 390 litres with the third row upright to a claimed 2310L with the rear rows of seating folded away.
Again, it isn't as cleverly packaged as a Carnival when it comes to the boot area, as those very rear seats cannot be folded down into the floor area, meaning you'll have to plonk stuff on top if you need to take a lot of stuff with you.
Here are the specs of the Denza D9 DM-i, which is the model we had a chance to test… which probably wasn't by accident.
And if you're curious, here are the EV version's specs:
Which would you be keener to see here? Have your say in the comments.
My drive of the D9 was brief, so this part of the review will be, too.
What I learned after a couple of laps of a carpark with a marked course and hundreds of witches hats was that this is a better handling thing than you'd think. It's a 2.7-tonne bus after all, but it hustles.
With a MacPherson front suspension setup and multi-link rear-end with adaptive damping, there was a level of driveability that I wasn't expecting from the D9.
Of course it exhibits some body roll – in fact, it exhibits a lot of body roll. But the way that it ties corners together is impressive, with steering that is involving and direct, with trustworthy responsiveness.
I had more fun than I expected to while pushing it through a slalom and attempting some tighter twists and turns.
And the powertrain is superb, too. With a strong surge of torque from the electric motors at low speeds, the petrol engine kicks into life at about 70km/h, making for strong continued progress as pace climbs.
There is a positive feel to the brake as well, despite it possessing a less aggressive regenerative braking system than you might expect – there's no single-pedal driving option.
I didn't really attempt any parking manoeuvres, but the camera and sensor array made me feel confident it would be a simple thing to pilot into a spot, despite its size.
Full specs and details aren't known yet, but below is a guide as to what the Chinese-spec model has.
2025 Denza D9 equipment highlights:
The Denza D9 has a heap of standard safety gear fitted, as you'd expect – but it hasn't been tested by ANCAP or Euro NCAP, naturally.
It runs the DiPilot 300 ADAS system, with the following sensors included:
It also has dual front, driver's knee, front side, rear side, and full-length curtain airbags.
It is expected that Denza will hit our market with a strong warranty offering – possibly mirroring that of parent company BYD at six years or 150,000km.
Battery pack warranty will be eight years, as is the industry standard. Servicing details and roadside coverage are yet to be determined.
The Denza D9 is a plush and premium feeling people mover.
It perhaps isn't as practical as a Kia Carnival, but it has a plug-in hybrid system that sets it apart.
Should it make its way Down Under with competitive price positioning, the Denza D9 could be very intriguing for families and fleet customers alike.MORE: Everything BYD
Content originally sourced from: CarExpert.com.au
Denza is about to go on the hunt for Kia Carnival, Zeekr 009 and Lexus LM buyers.
The luxury offshoot of Chinese mega brand BYD is looking at bringing the D9 people mover to Australia as a luxury offering with some high-tech powertrain options on the table.
At a preview drive in China I tested out the Denza D9 DM-i plug-in hybrid (PHEV), and while it mightn't look like a cutting-edge option, the powertrain and drive experience were surprising.
There is no confirmation yet that the D9 is coming to Australia, but in China it is priced between 339,800 and 600,600 yuan, or approximately A$72,750 to $128,500.
The former pricing is for the DM-i plug-in hybrid model, while the high-end option is the fully electric model. It is understood that, if the D9 was released in Australia, it would be a plug-in hybrid first and foremost, with a limited market for $130,000-pus electric people movers here…
That space is currently occupied by the Zeekr 009, and the LDV Mifa 9 – neither of which have seen significant cut-through or sales volume in Australia. Oh, and the Lexus LM range, which kicks off at $160,000 or so for a plug-free hybrid.
The big-name in the Aussie market, though, is the Kia Carnival, which accounts for more than 80 per cent of all new people movers sold in the market.
But that is the official new-vehicle number, and doesn't include the grey-import market for Toyota Alphard and Vellfire vehicles – reportedly tallying 599 units in 2024.
That, according to BYD/Denza insiders, could be the market segment that this car will aim at. In other words, above a high-spec Carnival hybrid ($76,630 plus on-roads) but below the aforementioned six-figure electric MPVs.
In China, it has a heap of standard equipment, and comes with a 2+2+3-seat layout with middle-row captain's chairs.
Have your say in the comments – what should the D9 cost, if it comes Down Under?
Up front there are screens aplenty.
The driver gets an older-style 10.25-inch instrument display with a heap of at-a-glance information on offer, while the central touchscreen is a decent 15.6 inch unit with a number of key controls managed through it.
There is climate control adjustment for all three rows of seating available through the screen, and handily that part of the menu system stays docked at the bottom as well.
It is a deep tech setup with dozens of menus on offer, but I didn't have much time to play with it.
The test vehicle had a second 10.25-inch touchscreen for the front passenger, with connected services allowing live streaming (and the back seat screens have that, too).
Thankfully there are numerous useable physical controls as well, including buttons for the sliding rear doors and a number of other features. One that might get a lot of use is the button on the steering wheel to bring up the surround-view camera.
It feels plush and comfortable, but also practical. There are cupholders between the seats, a console storage area, and a hidden shelf below the 'bridge' between the seats.
The test vehicle featured down pillows for front and middle-row occupants, and the driver gets a digital camera mirror system to see out the back, as the rear-view mirror can appear crowded with a few faces on board.
Second-row riders are spoiled.
There are 50W wireless charging smartphone docks, USB-C charging ports, and touchscreens to adjust heating, cooling, massage and media settings. It's a very plush place to sit.
There is a fridge that opens to second-row occupant too, with temperature adjustable between -6°C and +50°C – so you can keep your choccy milks cool or your sausage rolls hot.
There are media screens for rear riders as well, and the overall comfort and entertainment experience is clearly aimed at the two in the middle row of seats.
The biggest concern for potential buyers of this car could be that very seat layout.
It has a 2+2+3 design, with the centre row seating being focused on luxuriousness rather than outright practicality, and that means those buckets don't slide forward to allow third-row access.
Instead, you're expected to (be small enough to) slither between the captain's chairs to access the very back. It's manageable, but it certainly makes the slide/fold setup of MPVs like the Carnival seem simply elegant.
Admittedly, no Carnival has the level of plushness the captain's chairs here have. But I'm not so sure that is as important as easy third-row access.
Once in the very back row, the space is decent but not mindblowing. With the middle-row seating set for me to have a good amount of room, I was a bit cramped in the very back (at 182cm/6'0").
My knees were just brushing the lovely leather-accented trim and my toes were tightly positioned under the seat, but there are great amenities in the back.
Third-row passengers get things like cupholders (x4), pockets on the middle-row seatbacks (x6), USB-C ports (x2), electric sliding and reclining for the seats, and even third-row seat heating and cooling!
There's also a flip-down armrest, and it would make a more comfortable six-seater than seven-seater, I'd say. Additionally, there are ISOFIX child seat anchor points in the window seats for both rear rows, and top-tethers, of course, too.
Boot space varies between 390 litres with the third row upright to a claimed 2310L with the rear rows of seating folded away.
Again, it isn't as cleverly packaged as a Carnival when it comes to the boot area, as those very rear seats cannot be folded down into the floor area, meaning you'll have to plonk stuff on top if you need to take a lot of stuff with you.
Here are the specs of the Denza D9 DM-i, which is the model we had a chance to test… which probably wasn't by accident.
And if you're curious, here are the EV version's specs:
Which would you be keener to see here? Have your say in the comments.
My drive of the D9 was brief, so this part of the review will be, too.
What I learned after a couple of laps of a carpark with a marked course and hundreds of witches hats was that this is a better handling thing than you'd think. It's a 2.7-tonne bus after all, but it hustles.
With a MacPherson front suspension setup and multi-link rear-end with adaptive damping, there was a level of driveability that I wasn't expecting from the D9.
Of course it exhibits some body roll – in fact, it exhibits a lot of body roll. But the way that it ties corners together is impressive, with steering that is involving and direct, with trustworthy responsiveness.
I had more fun than I expected to while pushing it through a slalom and attempting some tighter twists and turns.
And the powertrain is superb, too. With a strong surge of torque from the electric motors at low speeds, the petrol engine kicks into life at about 70km/h, making for strong continued progress as pace climbs.
There is a positive feel to the brake as well, despite it possessing a less aggressive regenerative braking system than you might expect – there's no single-pedal driving option.
I didn't really attempt any parking manoeuvres, but the camera and sensor array made me feel confident it would be a simple thing to pilot into a spot, despite its size.
Full specs and details aren't known yet, but below is a guide as to what the Chinese-spec model has.
2025 Denza D9 equipment highlights:
The Denza D9 has a heap of standard safety gear fitted, as you'd expect – but it hasn't been tested by ANCAP or Euro NCAP, naturally.
It runs the DiPilot 300 ADAS system, with the following sensors included:
It also has dual front, driver's knee, front side, rear side, and full-length curtain airbags.
It is expected that Denza will hit our market with a strong warranty offering – possibly mirroring that of parent company BYD at six years or 150,000km.
Battery pack warranty will be eight years, as is the industry standard. Servicing details and roadside coverage are yet to be determined.
The Denza D9 is a plush and premium feeling people mover.
It perhaps isn't as practical as a Kia Carnival, but it has a plug-in hybrid system that sets it apart.
Should it make its way Down Under with competitive price positioning, the Denza D9 could be very intriguing for families and fleet customers alike.MORE: Everything BYD
Content originally sourced from: CarExpert.com.au
Denza is about to go on the hunt for Kia Carnival, Zeekr 009 and Lexus LM buyers.
The luxury offshoot of Chinese mega brand BYD is looking at bringing the D9 people mover to Australia as a luxury offering with some high-tech powertrain options on the table.
At a preview drive in China I tested out the Denza D9 DM-i plug-in hybrid (PHEV), and while it mightn't look like a cutting-edge option, the powertrain and drive experience were surprising.
There is no confirmation yet that the D9 is coming to Australia, but in China it is priced between 339,800 and 600,600 yuan, or approximately A$72,750 to $128,500.
The former pricing is for the DM-i plug-in hybrid model, while the high-end option is the fully electric model. It is understood that, if the D9 was released in Australia, it would be a plug-in hybrid first and foremost, with a limited market for $130,000-pus electric people movers here…
That space is currently occupied by the Zeekr 009, and the LDV Mifa 9 – neither of which have seen significant cut-through or sales volume in Australia. Oh, and the Lexus LM range, which kicks off at $160,000 or so for a plug-free hybrid.
The big-name in the Aussie market, though, is the Kia Carnival, which accounts for more than 80 per cent of all new people movers sold in the market.
But that is the official new-vehicle number, and doesn't include the grey-import market for Toyota Alphard and Vellfire vehicles – reportedly tallying 599 units in 2024.
That, according to BYD/Denza insiders, could be the market segment that this car will aim at. In other words, above a high-spec Carnival hybrid ($76,630 plus on-roads) but below the aforementioned six-figure electric MPVs.
In China, it has a heap of standard equipment, and comes with a 2+2+3-seat layout with middle-row captain's chairs.
Have your say in the comments – what should the D9 cost, if it comes Down Under?
Up front there are screens aplenty.
The driver gets an older-style 10.25-inch instrument display with a heap of at-a-glance information on offer, while the central touchscreen is a decent 15.6 inch unit with a number of key controls managed through it.
There is climate control adjustment for all three rows of seating available through the screen, and handily that part of the menu system stays docked at the bottom as well.
It is a deep tech setup with dozens of menus on offer, but I didn't have much time to play with it.
The test vehicle had a second 10.25-inch touchscreen for the front passenger, with connected services allowing live streaming (and the back seat screens have that, too).
Thankfully there are numerous useable physical controls as well, including buttons for the sliding rear doors and a number of other features. One that might get a lot of use is the button on the steering wheel to bring up the surround-view camera.
It feels plush and comfortable, but also practical. There are cupholders between the seats, a console storage area, and a hidden shelf below the 'bridge' between the seats.
The test vehicle featured down pillows for front and middle-row occupants, and the driver gets a digital camera mirror system to see out the back, as the rear-view mirror can appear crowded with a few faces on board.
Second-row riders are spoiled.
There are 50W wireless charging smartphone docks, USB-C charging ports, and touchscreens to adjust heating, cooling, massage and media settings. It's a very plush place to sit.
There is a fridge that opens to second-row occupant too, with temperature adjustable between -6°C and +50°C – so you can keep your choccy milks cool or your sausage rolls hot.
There are media screens for rear riders as well, and the overall comfort and entertainment experience is clearly aimed at the two in the middle row of seats.
The biggest concern for potential buyers of this car could be that very seat layout.
It has a 2+2+3 design, with the centre row seating being focused on luxuriousness rather than outright practicality, and that means those buckets don't slide forward to allow third-row access.
Instead, you're expected to (be small enough to) slither between the captain's chairs to access the very back. It's manageable, but it certainly makes the slide/fold setup of MPVs like the Carnival seem simply elegant.
Admittedly, no Carnival has the level of plushness the captain's chairs here have. But I'm not so sure that is as important as easy third-row access.
Once in the very back row, the space is decent but not mindblowing. With the middle-row seating set for me to have a good amount of room, I was a bit cramped in the very back (at 182cm/6'0").
My knees were just brushing the lovely leather-accented trim and my toes were tightly positioned under the seat, but there are great amenities in the back.
Third-row passengers get things like cupholders (x4), pockets on the middle-row seatbacks (x6), USB-C ports (x2), electric sliding and reclining for the seats, and even third-row seat heating and cooling!
There's also a flip-down armrest, and it would make a more comfortable six-seater than seven-seater, I'd say. Additionally, there are ISOFIX child seat anchor points in the window seats for both rear rows, and top-tethers, of course, too.
Boot space varies between 390 litres with the third row upright to a claimed 2310L with the rear rows of seating folded away.
Again, it isn't as cleverly packaged as a Carnival when it comes to the boot area, as those very rear seats cannot be folded down into the floor area, meaning you'll have to plonk stuff on top if you need to take a lot of stuff with you.
Here are the specs of the Denza D9 DM-i, which is the model we had a chance to test… which probably wasn't by accident.
And if you're curious, here are the EV version's specs:
Which would you be keener to see here? Have your say in the comments.
My drive of the D9 was brief, so this part of the review will be, too.
What I learned after a couple of laps of a carpark with a marked course and hundreds of witches hats was that this is a better handling thing than you'd think. It's a 2.7-tonne bus after all, but it hustles.
With a MacPherson front suspension setup and multi-link rear-end with adaptive damping, there was a level of driveability that I wasn't expecting from the D9.
Of course it exhibits some body roll – in fact, it exhibits a lot of body roll. But the way that it ties corners together is impressive, with steering that is involving and direct, with trustworthy responsiveness.
I had more fun than I expected to while pushing it through a slalom and attempting some tighter twists and turns.
And the powertrain is superb, too. With a strong surge of torque from the electric motors at low speeds, the petrol engine kicks into life at about 70km/h, making for strong continued progress as pace climbs.
There is a positive feel to the brake as well, despite it possessing a less aggressive regenerative braking system than you might expect – there's no single-pedal driving option.
I didn't really attempt any parking manoeuvres, but the camera and sensor array made me feel confident it would be a simple thing to pilot into a spot, despite its size.
Full specs and details aren't known yet, but below is a guide as to what the Chinese-spec model has.
2025 Denza D9 equipment highlights:
The Denza D9 has a heap of standard safety gear fitted, as you'd expect – but it hasn't been tested by ANCAP or Euro NCAP, naturally.
It runs the DiPilot 300 ADAS system, with the following sensors included:
It also has dual front, driver's knee, front side, rear side, and full-length curtain airbags.
It is expected that Denza will hit our market with a strong warranty offering – possibly mirroring that of parent company BYD at six years or 150,000km.
Battery pack warranty will be eight years, as is the industry standard. Servicing details and roadside coverage are yet to be determined.
The Denza D9 is a plush and premium feeling people mover.
It perhaps isn't as practical as a Kia Carnival, but it has a plug-in hybrid system that sets it apart.
Should it make its way Down Under with competitive price positioning, the Denza D9 could be very intriguing for families and fleet customers alike.MORE: Everything BYD
Content originally sourced from: CarExpert.com.au

Try Our AI Features

Explore what Daily8 AI can do for you:

Learn with AIFact CheckingText to SpeechAI Summary

Related Articles

9 News

4 hours ago

• 9 News

Fears oil prices could surge in US after Iran strikes

Your web browser is no longer supported. To improve your experience update it here High oil and petrol prices are a near certainty, experts say. The big question now: how long will the fossil fuels price spike last? Oil prices are expected to rise by about $US5 ($7.72) a barrel when markets open on Sunday night local time, according to experts. An oil tanker is loaded at Saudi Aramco's Ras Tanura oil refinery and oil terminal in Saudi Arabia. (Ahmed Jadallah/Reuters/File via CNN) "We are looking at $US80 oil on the open," said Andy Lipow of Lipow Oil Associates. US oil hasn't closed above $US80 a barrel since January and has largely hovered between $US60 and $US75 a barrel since August 2024. Relatively tame oil prices have lowered petrol prices to below $US3 a gallon (about $1.22 a litre) in many parts of the country, a major source of price relief for inflation-weary consumers. It's unclear if any major spike in oil prices will be sustained for a long period. Oil prices have risen about 10 per cent since Israel's surprise attack on June 13 and then fell on Friday after US President Donald Trump announced a two-week deadline on whether to strike Iran. Oil tankers have in the past been attacked in the Strait of Hormuz. (AAP) "One shouldn't necessarily assume that just because the price of oil goes up, it's going to stay there. It doesn't," said Joe Brusuelas, chief economist for the accounting firm RSM. The direction oil prices take is likely to depend on whether Iran's parliament decides to block the Strait of Hormuz, a key trade route that accounts for about 20 per cent of the world's crude oil. On Sunday, Iran's Foreign Minister Abbas Araghchi said his country had "a variety of options" when deciding on how to respond to the US attacks; and a prominent adviser to Iran's supreme leader has already called for the closure of the Strait of Hormuz. This satellite image provided by Maxar Technologies shows the Fordow enrichment facility in Iran after the US strikes. (Maxar Technologies) Bob McNally, president of consulting firm Rapidan Energy Group and former energy adviser to president George W Bush, said that should Iran cut off the world's oil supply by closing the strait, it would risk more military force from the US and its allies. Iran could also attack infrastructure in the Persian Gulf that treated and exported oil and gas. "It's possible they will decide the only thing that can dissuade President Trump is the fear of an oil price spike," he said. "They have to actually create that fear." Appearing on Fox News, Secretary of State Marco Rubio called on China to prevent Iran from closing the Strait of Hormuz, adding that closing it would do more damage to other economies than the US economy. China buys a third of all oil that comes from the Persian Gulf, while the US buys less than 3 per cent. "I encourage the Chinese government in Beijing to call them about that, because they heavily depend on the Strait of Hormuz for their oil," Rubio said. Rubio added that closing the strait would hurt other countries' economies more than the US economy. Meanwhile, American consumers may soon feel a price shock at the pump. "It takes five days or so for stations to pass along the prices they see in one day. If oil markets do surge today and then tomorrow, it could start showing up at the pump in a matter of hours," said Patrick De Haan, vice president of petroleum analysis at GasBuddy, a fuel tracking platform. According to Lipow, should the Strait of Hormuz be affected, the price of oil could rise to $US100 ($154.50) a barrel, which would raise petrol and diesel prices by about US75 cents a gallon (about 29c a litre) from recent levels. Meanwhile, US trade policies combined with the Israel-Iran conflict "strongly suggest inflation will be moving faster and higher over the next 90 days," according to Brusuelas. Many mainstream economists argue that the low inflation of the spring represents a calm before the summer storm, when they expect prices to rise because of Trump's tariffs. oil Iran War Cost of Living Middle East USA World CONTACT US

West Australian

11 hours ago

• West Australian

Brian Burke: Government has no iron grip on debt levels

If a hungry horse asks for a fillet steak, don't give it one. Horses eat hay. And if a politician tells you he or she is motivated by anything except self-preservation, don't believe that. Not a day goes by when politicians from all parties don't think and worry about the next election. It's the nature of the beast. And it explains why, in the first year of any new government's term, politically popular policies like power subsidies disappear. It's as far as possible away from an election and governments bank on the voters having short memories. But it's not all plain sailing. Anyone with half a brain can see the serious contradiction in a Budget with a $2.5b surplus at the same time as the State's debt is increasing by $5.4b. Remember it wasn't so long ago that Colin Barnett was being accused of dangerous financial irresponsibility when State debt approached $30b. Western Australia has been blessed by surging prices for its resources and by the 'political fix' both major parties accepted as necessary when our share of the GST plummeted. But instead of prudently preserving the string of surpluses that resulted, massive recurrent spending has been built into future budgets guaranteeing ever increasing debt and rising interest costs. Of course, we may not need to stress if prices for resources continue to spiral, our GST share is maintained and revenue from traditional sources like payroll and property taxes continue undiminished. But that's unlikely. Federal Treasurer Jim Chalmers is already signalling 'tax reform' which is politician speak for increases that, if rumours are to be believed, may even include a higher rate of GST. Whatever the 'reform package' comprises, it's sure to dampen economic activity with a consequent downturn in State tax revenues. But the big worry is the resources sector and, specifically, the price of iron ore. In the coming year, the massive $20b Simandou Iron Ore Project in African Guinea will come on stream. There are four blocks in the project and the Chinese own 49 per cent of the Winning Consortium Simandou (WCS) which is developing two of them with the Government of Guinea. Then the rail and port infrastructure required for the development of the whole project to proceed will be owned in equal shares by Rio Tinto (a major Pilbara producer) and the Chinese with the Guineans having just 15 per cent. The high grade ore from Simandou has fewer impurities than Pilbara ore. Next door to Guinea, China is investing in processing facilities at Sierra Leone's Tonkolili iron ore mine and it has other investments in Cameroon, Congo-Brazzaville, Algeria, and Liberia. At the moment, China buys almost all of its iron ore from Australia (70 per cent) and Brazil. When Simandou comes on stream expect the Chinese payback for the years during which they claim our producers have ripped them off with prices they had no option but to pay. We've seen what happened to Australia's nickel industry. Western Australia was hardest hit when Indonesian nickel resources were developed with Chinese money. Our industry closed down. Despite widely applauded trade and other agreements and despite the Prime Minister's assertion that our relationship with Indonesia is better than it has ever been, the only public response appears to be a truly disturbing television report by Liam Bartlett that explained the Indonesians were producing 'dirty' nickel used in electric vehicles bought by Australian motorists. It's hard to point the finger at the Chinese. All they're doing is pursuing their national interest and if they can buy nickel from mines they fund in Indonesia, why shouldn't they do that? The development of Simandou — that's the 'Pilbara Killer' — will replace lower grade ore, displace Pilbara ore and realign trade relationships. Worse than that, there will be gaping holes in budgets committed to funding recurring debt built into expenditure obligations by short sighted State and Federal governments. There was a time, not so long ago, when deficits were avoided like the plague (check Sir Charles Court's government) but that now is just a memory. I know it won't be popular but it is well past the point when the Government should tell the Pilbara producers that they have obligations to Western Australia and not just to their shareholders. When Pilbara producers bring their African mines into production, they should be required to reserve part of their sales of ore for the West Australian mines from which they have made billions in the past. It may be too late but it's now more urgent than ever before to be thoroughly engaged with China about price and supply wrapped up in long term contracts that at least bring some certainty to our future. Even if it is at lower prices. Brian Burke is a former Labor premier of WA.

The Advertiser

a day ago

• The Advertiser

Ford might develop future engines with outside firms, says executive

A senior Ford executive thinks customers no longer separate brands based on their petrol and diesel engines, and this might lead to the automaker developing new engines with suppliers or, maybe, rivals. According to Automotive News John Lawler, Ford's vice chair overseeing strategy, partnerships and alliances, told the Bernstein Strategic Decisions Conference, "I don't think that consumers really think about powertrains the way they did 30 years ago". He told the conference, "Where [internal combustion engines] defined what a vehicle was — the horsepower, the displacement, the torque and everything about the vehicle — I think a lot of that is gone". Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Part of this, Mr Lawler believes, is down to electrification, which allows automakers to increase power and torque, while reducing CO2 emissions, with hybrid or plug-in hybrid drivetrains. Mr Lawler posits this might lead automakers, including Ford, to develop next-generation engines with other companies. Doing so would save money that could help them compete with Chinese automakers. According to the vice chair, Ford needs "to be competitive against them not only on speed of development, software capability, electrical architecture capability, but also overall electrification capability". In 2022 Renault merged its Horse drivetrain division with that of Geely's Aurobay in the hopes of attracting customers for its engines and transmissions outside of the two automakers' stable of brands, which include Dacia, Volvo, Zeekr, and Lotus. It should be noted engine and drivetrain sharing between rival automakers, while not the norm, isn't completely unheard of. In the early 2000s Ford developed a V6 turbo-diesel in conjunction with the PSA Group, which was used in a wide variety of vehicles, including Australian Ford Territory, as well as the Citroen C5, Peugeot 407 and 607, and a whole host of Jaguar and Land Rover models. Other times, manufacturers just sign a supply agreement to fill a hole in their drivetrain lineup, such as when Toyota Europe used BMW diesel engines in the 2010s for a number of models, including the RAV4. Small manufacturers often rely exclusively on engines from other car makers, with Lotus, for example, using mills from Rover, Toyota and Mercedes-Benz. Ford is no stranger to collaborating with other car makers in other areas too. It currently shares a number of platforms with the Volkswagen Group, with the Volkswagen Amarok based on the Ford Ranger, and Volkswagen Transporter based on the Ford Transit Custom. Going the other way, the Ford Transit Connect is based on the Volkswagen Caddy, and the European Ford Explorer and Capri EVs are based Volkswagen MEB architecture. Prior to all this, Ford jointly developed a 10-speed automatic transmission for use in full-size pickup trucks with cross-town rival GM. MORE: Everything Ford Content originally sourced from: A senior Ford executive thinks customers no longer separate brands based on their petrol and diesel engines, and this might lead to the automaker developing new engines with suppliers or, maybe, rivals. According to Automotive News John Lawler, Ford's vice chair overseeing strategy, partnerships and alliances, told the Bernstein Strategic Decisions Conference, "I don't think that consumers really think about powertrains the way they did 30 years ago". He told the conference, "Where [internal combustion engines] defined what a vehicle was — the horsepower, the displacement, the torque and everything about the vehicle — I think a lot of that is gone". Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Part of this, Mr Lawler believes, is down to electrification, which allows automakers to increase power and torque, while reducing CO2 emissions, with hybrid or plug-in hybrid drivetrains. Mr Lawler posits this might lead automakers, including Ford, to develop next-generation engines with other companies. Doing so would save money that could help them compete with Chinese automakers. According to the vice chair, Ford needs "to be competitive against them not only on speed of development, software capability, electrical architecture capability, but also overall electrification capability". In 2022 Renault merged its Horse drivetrain division with that of Geely's Aurobay in the hopes of attracting customers for its engines and transmissions outside of the two automakers' stable of brands, which include Dacia, Volvo, Zeekr, and Lotus. It should be noted engine and drivetrain sharing between rival automakers, while not the norm, isn't completely unheard of. In the early 2000s Ford developed a V6 turbo-diesel in conjunction with the PSA Group, which was used in a wide variety of vehicles, including Australian Ford Territory, as well as the Citroen C5, Peugeot 407 and 607, and a whole host of Jaguar and Land Rover models. Other times, manufacturers just sign a supply agreement to fill a hole in their drivetrain lineup, such as when Toyota Europe used BMW diesel engines in the 2010s for a number of models, including the RAV4. Small manufacturers often rely exclusively on engines from other car makers, with Lotus, for example, using mills from Rover, Toyota and Mercedes-Benz. Ford is no stranger to collaborating with other car makers in other areas too. It currently shares a number of platforms with the Volkswagen Group, with the Volkswagen Amarok based on the Ford Ranger, and Volkswagen Transporter based on the Ford Transit Custom. Going the other way, the Ford Transit Connect is based on the Volkswagen Caddy, and the European Ford Explorer and Capri EVs are based Volkswagen MEB architecture. Prior to all this, Ford jointly developed a 10-speed automatic transmission for use in full-size pickup trucks with cross-town rival GM. MORE: Everything Ford Content originally sourced from: A senior Ford executive thinks customers no longer separate brands based on their petrol and diesel engines, and this might lead to the automaker developing new engines with suppliers or, maybe, rivals. According to Automotive News John Lawler, Ford's vice chair overseeing strategy, partnerships and alliances, told the Bernstein Strategic Decisions Conference, "I don't think that consumers really think about powertrains the way they did 30 years ago". He told the conference, "Where [internal combustion engines] defined what a vehicle was — the horsepower, the displacement, the torque and everything about the vehicle — I think a lot of that is gone". Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Part of this, Mr Lawler believes, is down to electrification, which allows automakers to increase power and torque, while reducing CO2 emissions, with hybrid or plug-in hybrid drivetrains. Mr Lawler posits this might lead automakers, including Ford, to develop next-generation engines with other companies. Doing so would save money that could help them compete with Chinese automakers. According to the vice chair, Ford needs "to be competitive against them not only on speed of development, software capability, electrical architecture capability, but also overall electrification capability". In 2022 Renault merged its Horse drivetrain division with that of Geely's Aurobay in the hopes of attracting customers for its engines and transmissions outside of the two automakers' stable of brands, which include Dacia, Volvo, Zeekr, and Lotus. It should be noted engine and drivetrain sharing between rival automakers, while not the norm, isn't completely unheard of. In the early 2000s Ford developed a V6 turbo-diesel in conjunction with the PSA Group, which was used in a wide variety of vehicles, including Australian Ford Territory, as well as the Citroen C5, Peugeot 407 and 607, and a whole host of Jaguar and Land Rover models. Other times, manufacturers just sign a supply agreement to fill a hole in their drivetrain lineup, such as when Toyota Europe used BMW diesel engines in the 2010s for a number of models, including the RAV4. Small manufacturers often rely exclusively on engines from other car makers, with Lotus, for example, using mills from Rover, Toyota and Mercedes-Benz. Ford is no stranger to collaborating with other car makers in other areas too. It currently shares a number of platforms with the Volkswagen Group, with the Volkswagen Amarok based on the Ford Ranger, and Volkswagen Transporter based on the Ford Transit Custom. Going the other way, the Ford Transit Connect is based on the Volkswagen Caddy, and the European Ford Explorer and Capri EVs are based Volkswagen MEB architecture. Prior to all this, Ford jointly developed a 10-speed automatic transmission for use in full-size pickup trucks with cross-town rival GM. MORE: Everything Ford Content originally sourced from: A senior Ford executive thinks customers no longer separate brands based on their petrol and diesel engines, and this might lead to the automaker developing new engines with suppliers or, maybe, rivals. According to Automotive News John Lawler, Ford's vice chair overseeing strategy, partnerships and alliances, told the Bernstein Strategic Decisions Conference, "I don't think that consumers really think about powertrains the way they did 30 years ago". He told the conference, "Where [internal combustion engines] defined what a vehicle was — the horsepower, the displacement, the torque and everything about the vehicle — I think a lot of that is gone". Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Part of this, Mr Lawler believes, is down to electrification, which allows automakers to increase power and torque, while reducing CO2 emissions, with hybrid or plug-in hybrid drivetrains. Mr Lawler posits this might lead automakers, including Ford, to develop next-generation engines with other companies. Doing so would save money that could help them compete with Chinese automakers. According to the vice chair, Ford needs "to be competitive against them not only on speed of development, software capability, electrical architecture capability, but also overall electrification capability". In 2022 Renault merged its Horse drivetrain division with that of Geely's Aurobay in the hopes of attracting customers for its engines and transmissions outside of the two automakers' stable of brands, which include Dacia, Volvo, Zeekr, and Lotus. It should be noted engine and drivetrain sharing between rival automakers, while not the norm, isn't completely unheard of. In the early 2000s Ford developed a V6 turbo-diesel in conjunction with the PSA Group, which was used in a wide variety of vehicles, including Australian Ford Territory, as well as the Citroen C5, Peugeot 407 and 607, and a whole host of Jaguar and Land Rover models. Other times, manufacturers just sign a supply agreement to fill a hole in their drivetrain lineup, such as when Toyota Europe used BMW diesel engines in the 2010s for a number of models, including the RAV4. Small manufacturers often rely exclusively on engines from other car makers, with Lotus, for example, using mills from Rover, Toyota and Mercedes-Benz. Ford is no stranger to collaborating with other car makers in other areas too. It currently shares a number of platforms with the Volkswagen Group, with the Volkswagen Amarok based on the Ford Ranger, and Volkswagen Transporter based on the Ford Transit Custom. Going the other way, the Ford Transit Connect is based on the Volkswagen Caddy, and the European Ford Explorer and Capri EVs are based Volkswagen MEB architecture. Prior to all this, Ford jointly developed a 10-speed automatic transmission for use in full-size pickup trucks with cross-town rival GM. MORE: Everything Ford Content originally sourced from: