BYD, Chery, GWM: Are Chinese Used Cars Worth Buying in Australia in 2026?

In February 2026, something remarkable happened in Australia's automotive market: China overtook Japan as the single largest source of new car imports into Australia. BYD, Chery, GWM, MG, LDV, Zeekr, Leapmotor, and Omoda — brands that barely registered in Australia three years ago — collectively sold more vehicles to Australians in a single month than the entire Japanese import fleet. This tipping point has created a pressing question for used car buyers: as hundreds of thousands of Chinese cars reach 3–5 years of age over the next two years, are they worth buying on the second-hand market?

The honest answer requires separating two very different Chinese car segments: established brands with years of Australian market presence (MG, GWM, LDV) versus newer entrants with limited local track records (BYD, Zeekr, Chery, Omoda). The outlook is meaningfully different between these groups.

The Chinese Car Landscape in Australia Right Now

Australian buyers purchased more than 85,000 Chinese-brand vehicles in 2025, up from approximately 28,000 in 2022 — a three-fold increase in three years. The key volume players are:

MG Motor (SAIC Motor) — the highest-volume Chinese brand by far, with MG3, MG4, ZS, and HS models collectively representing the largest Chinese fleet in Australia. MG has been selling in Australia since 2019 and has the most mature local dealer and service network of any Chinese brand.

GWM (Great Wall Motor) — best known in Australia for the Haval SUV range, Ute (which dominated fleet ute sales), and the premium Tank 300/500 range. GWM has been in Australia since 2021 and has established reasonable dealer coverage nationally.

BYD — the world's largest EV manufacturer by volume, launched its Australian retail network in 2022 with the Atto 3 and has since added the Seal, Dolphin, Sealion 6 PHEV, and Sealion 7. BYD's Australian operation is growing rapidly but remains younger and thinner than MG or GWM.

LDV (SAIC Motor) — commercial vehicles and vans, with a well-established fleet buyer base and service network developed over several years of Australian operations.

Chery, Omoda, Jaecoo, Zeekr, Leapmotor — recently launched brands with very limited local history, small dealer footprints, and essentially no used car data available in Australia yet.

Resale Value: The Hard Truth

Resale value is where Chinese cars face their most significant challenge in the Australian used market — and where the data is most sobering for current owners and prospective buyers. The established Redbook and CarsGuide valuation data for Chinese-brand vehicles shows depreciation curves steeper than Japanese and Korean equivalents across almost every comparison.

A 2022 MG ZS Excite petrol purchased new at $27,990 in 2022 is trading in the used market at approximately $16,000–$19,000 in 2026 — a retention rate of 57–68% of original purchase price over four years. By comparison, a 2022 Mazda CX-3 purchased at a similar price retains approximately 72–78% of value over the same period. The gap is meaningful but not catastrophic, and MG is the best-performing Chinese brand on resale in Australia by a significant margin.

BYD values are harder to assess precisely because the Australian fleet is young. However, early indications from 2022–2023 Atto 3 sales suggest depreciation rates of 25–35% over the first three years — higher than equivalent Tesla or Toyota hybrid EVs but comparable to mid-range Korean EV alternatives. The BYD Seal and Sealion 7, launched more recently, have insufficient history to draw reliable conclusions.

GWM Haval models — particularly the H6, Jolion, and Steed ute — show similarly steep depreciation. A 2021 GWM Ute Cannon-L purchased at $39,990 new is trading at approximately $22,000–$26,000 in 2026, a retention rate of 55–65% — meaningfully below the Toyota HiLux (which retains 75–82% over the same period) but competitive with some Korean ute alternatives.

For the newer entrants — Chery, Omoda, Zeekr — there is insufficient used market data to quote reliable depreciation curves. This uncertainty itself creates a buyer risk: when you can't model future resale, you can't accurately calculate total ownership cost.

Reliability: What the Early Australian Data Shows

Chinese car reliability in Australian conditions is better than the stereotype suggests — but with important nuances. MG and GWM have now accumulated 3–5 years of Australian real-world data, and the reliability picture is mixed in specific ways.

Strengths: Basic mechanical reliability on petrol powertrains has been broadly acceptable. Engines and transmissions in the MG ZS and GWM Haval range have not generated the widespread catastrophic failure rates that some early critics predicted. Build quality on higher-spec variants (MG4 top-spec, GWM Tank 300) is genuinely competitive with equivalent Korean and some Japanese models.

Weaknesses: Infotainment system software — particularly on earlier MG and GWM models — has generated consistent complaints: freezing, connectivity loss, and functionality gaps compared to Japanese competitors. Interior trim durability (particularly seat material and plastic fitting quality) on base-spec variants shows faster wear than equivalent Japanese vehicles. Climate control system performance in extreme Australian summer conditions has been a recurring theme in owner forums.

EV-specific reliability: BYD's EV powertrain — built around Blade Battery technology — has a solid international track record and the early Australian data does not raise unusual concerns. Thermal management in extreme heat (Queensland, Western Australia summer) is the area to watch most carefully on all Chinese EVs, as battery thermal management systems have been tested less thoroughly in Australian-specific conditions than in their primary European and Chinese markets.

Parts and Servicing: The Critical Practical Consideration

The biggest practical risk of buying a Chinese car in Australia in 2026 is not reliability — it's parts availability and service network depth. This risk varies significantly by brand:

MG: Parts availability has improved substantially since 2022. SAIC's scale means reasonable parts supply, and independent mechanics are increasingly familiar with MG models. Third-party parts for common items (brake pads, filters, belts) are available. Service costs are generally 15–25% lower than Japanese equivalents.

GWM: Dealer network coverage is reasonable in capital cities but thins significantly in regional Australia. Parts for common items are available; specialist components can have longer lead times. The Haval H6 and Jolion benefit from global parts availability through GWM's scale.

BYD: The BYD dealer network is still expanding and has limited regional coverage. Parts for EV-specific components — particularly battery management system components and unique electronic modules — have longer lead times than Tesla or established EV brands. For buyers in capital cities with good BYD dealer access, this is manageable. For regional buyers, it's a meaningful risk.

New entrants (Chery, Zeekr, Omoda): Parts availability is the single biggest risk factor. These brands have thin Australian dealer footprints and limited spare parts infrastructure. A collision repair or mechanical failure requiring non-generic parts on a Zeekr 7X or Chery Omoda 5 could involve weeks-long wait times for imported parts. Buyers considering these models should evaluate their proximity to authorised service centres carefully before purchasing.

Should You Buy a Chinese Used Car? A Framework

Buy with confidence: MG ZS, MG4, or GWM Haval (H6, Jolion) in capital cities with service centre proximity. These models have sufficient Australian history, acceptable depreciation curves, and adequate parts availability to make a rational used car purchase — particularly at the price discounts their depreciation creates versus Japanese equivalents. The MG4 in particular is a genuinely competitive used EV at 2–3 years old, with modern technology and acceptable BEV range at materially lower prices than equivalent Tesla alternatives.

Buy with caution: BYD Atto 3 or BYD Seal in capital cities with BYD service centre access. The technology is strong and the brand is serious about Australia — but the service network is still maturing and resale trajectory is uncertain. These are reasonable purchases at the right price with eyes open about the risks.

Wait for more data: Chery, Omoda, Jaecoo, Zeekr, Leapmotor. These brands have insufficient Australian market history to purchase with confidence on the used market. Unless you're getting an extraordinary price that compensates for the risks, waiting 12–24 months for more data is the prudent approach.

What to Pay for Chinese Used Cars in 2026

Chinese used cars should trade at a discount to Japanese and Korean equivalents — the depreciation data and risk factors justify it. If a dealer or private seller is asking the same price for a Chinese-brand SUV as for an equivalent-year Japanese or Korean model, the Chinese car is overpriced relative to its risk profile. A rough rule: Chinese brand used cars should offer 15–25% lower pricing than direct Japanese equivalents to compensate for higher depreciation risk, thinner service networks, and less certain long-term reliability data. At that price differential, the total ownership calculation can work in the buyer's favour — particularly for buyers who keep vehicles for only 2–3 years and aren't reliant on maximum resale value.

TrueCarPrice tracks actual transaction prices for MG, BYD, and GWM models alongside their Japanese and Korean equivalents, so you can see the real market differential before walking into any negotiation.