The arrival of the 2025 Geely Starray EM-i is the second dedicated Geely-brand vehicle to land here after the EX5. A few months back, DriveLife attended the launch of the Geely Starray, driving it and also sampling the other models in their range. You can read all about those experiences at the following link.
As a company, they have been in the New Zealand market for a while as the owners of Volvo cars and Polestar. Other car brands they own include Lotus, Lync & Co. Zeekr, Smart (joint venture with Mercedes-Benz for electric city cars, and even the London Electric Vehicle Company, makers of electric taxis and vans.
The Starray is marketed as a “Super Hybrid” offering practical, spacious, and technology-rich compact SUV. The introduction of the EM-i badge for “E-Motive intelligence” marks a pivot toward Geely’s hybrid technology.
It features a new naturally-aspirated 1.5-litre 73 kW petrol engine paired with a 160 kW electric system for a combined dual-motor output of 193kW. The claimed 83km (WLTP) pure electric range from its 18.4 kWh battery offers the very real potential to be a 100% EV for the daily commute.
The car is primarily driven by the electric motor, while the small-capacity petrol engine is there to generate electricity. However, when maximum power is required, the petrol engine can combine with the electric motor to also drive.
It has clearly impressed others, being selected by the New Zealand Motoring Guild as one of its top 10 cars in the running for its “Car of the Year 2025” award. You can read more about the top 10 and the award here.
The Geely Starray EM-i offers a medium-sized SUV at an aggressive price point, with a focus on cutting-edge hybrid efficiency and a cabin loaded with technology. How does it actually perform in the real world? We spent a week living with the 2025 Geely Starray EM-i Inspire to find out for ourselves.
What We Like and Dislike About The 2025 Geely Starray EM-i Inspire
| What we like | What we don’t like |
| Value for money Premium-feeling interior Spacious and practical Fuel-efficiecy EV range Generous equipment levels HUD Quiet and refined | Intrusive driver monitoring/assist systems Adaptive cruise control Lack of physical controls Lack of Android Auto* |
* advertised to be sorted with an over-the-air update expected in early 2026
What’s In The 2025 Geely Starray EM-i Range?
In New Zealand, the 2025 Geely Starray EM-i is offered in two variants: the entry-level Complete and the range-topping Inspire. Both are powered by the same “Super Hybrid” powertrain.
The Complete variant starts at $45,990 (plus ORC) and comes impressively equipped with a 15.4-inch touchscreen, heated front seats, and a 360-degree camera.
Stepping up to the Inspire at $49,490 (plus ORC) adds significant luxury and tech upgrades, most notably a 16-speaker Flyme premium audio system, a 13.4-inch Head-Up Display (HUD), a panoramic powered sunroof, and larger 19-inch alloy wheels (up from 18-inch on the Complete). The Inspire also adds “lifestyle” conveniences like a power tailgate, front parking sensors, and ventilated front seats with driver-side memory.
2025 Geely Starray EM-i Colour Range
- Alpine White (Standard)
- Polar Black (Premium)
- Jungle Green (Premium)
- Glacier Blue (Premium) – the colour of our review car
- Storm Grey (Premium)
- Cloudveil Silver (Premium)
All of the Premium colours are an additional cost option, adding $950. The paint on our review car was Glacier Blue; not only did it have a quality appearance, but in some lights and viewing angles, you could see an almost mauve hue – very impressive.
Our Review Vehicle’s Optional Equipment
There are not many options, apart from choosing the Complete or the top-spec Inspire, which comes with the following no-cost interior options.
- Ebony black (our car)
- Ivory white
Including the optional equipment, our review car’s retail price is $50,440
For a full list of specs and options available for the Geely Starray EM-i, head on over to Geely New Zealand’s website.
How Does The 2025 Geely Starray EM-i Inspire Compare To Its Competition?
The 2025 Geely Starray EM-i Inspire enters a highly competitive New Zealand SUV market, primarily challenging the dominant plug-in hybrid (PHEV) and traditional hybrid (HEV) models from MG, BYD, and Toyota. Its primary advantage is a significantly lower entry price while maintaining high-end tech and a competitive electric range.
| Make / Model | Engine | Power / Torque (kW/Nm) | Seats | Fuel (L/100km) | EV Range (km) | Towing (Unbraked/Braked kg) | Boot Space (Litres) | Price $ |
| Hyundai Tucson Hybrid Elite | 1.6T HEV | 172 / 350 | 5 | 5.9 | 0 | 750 / 1,900 | 582 | 60,990 |
| Toyota RAV4 GXL Plug-in Hybrid FWD | 2.5L PHEV | 200 / 227* | 5 | 1.0 | 84 | 750 / 800 | 446 | 57,990 |
| MG HS Essence Super Hybrid | 1.5T PHEV | 220 / 350 | 5 | 1.0 | 120 | 750 / 1,500 | 463 | 56,990 |
| BYD Sealion 6 Dynamic | 1.5 PHEV | 160 / 300 | 5 | 1.1 | 140* | 750 / 1,300 | 425 | 56,990 |
| Kia Sportage Light HEV | 1.6T HEV | 169 / 350 | 5 | 5.4 | – | 750 / 1,900 | 591 | 49,990 |
| Mazda CX-5 GSX | 2.0 Petrol | 114 / 200 | 5 | 7.2 | – | 750 / 1,800 | 442 | 47,790 |
| Geely Starray EM-i | 1.5L PHEV | 193 / 387 | 5 | 2.4 | 83 | 0 / 0 | 528 | 49,490 |
| GWM Haval H6 Ultra Hybrid | 1.5T HEV | 179 / 530 | 5 | 5.2 | – | 750 / 1,500 | 600 | 46,990 |
| Kia Niro HEV (Light) | 1.6L HEV | 104 / 265 | 5 | 4.4 | – | 600 / 1,300 | 451 | 45,990 |
| Suzuki S-Cross Hybrid | 1.4L T HEV | 95 / 235 | 5 | 5.5 | – | 600 / 1,200 | 430 | 42,990 |
| GWM Haval Jolion Ultra Hybrid | 1.5 HEV | 139 / 375 | 5 | 5.0 | – | 750 / 1,500 | 430 | 38,990 |
*Toyota system torque is not officially combined; 227Nm represents the engine output alone.
Please note that DriveLife does its best to ensure the information above is correct at the time of publication; however, prices, specifications and models can change over time. Please bear that in mind when comparing models in the comparison table.
First Impressions Of The 2025 Geely Starray EM-i Inspire
The first impressions are of a competent car exuding a quality of build and design significantly higher than its pricing would suggest possible. The overall design is coherent. The exterior has simple yet fluid forms that are well-executed, with modern yet conservative detailing front and rear. The mid-sized SUV format offers an all-round family-friendly car, equally suited to life in the town and country alike.
What’s The Interior Like In The 2025 Geely Starray EM-i Inspire?
The interior is a masterclass in “attainable premium,” blending minimalist design with a level of material quality that makes some $60k Japanese rivals look a bit dated. But, a pretty dashboard is one thing; living with it can be quite another.
It does appear influenced by their European Polestar and Volvo brands, and this is a good thing. The fit, finish and choice of materials would not look out of place in either of these other brands. While it may appear minimalist, its specification level is extensive and tech-heavy.
The interior is dominated by a landscape-oriented 15.4-inch HD touchscreen not unlike that of a Tesla. It’s located centrally and angled slightly toward the driver, making it easy to reach. The resolution is crisp, and the “Flyme Auto” operating system is snappy.
While the dash is minimalist, there are four physical buttons for key functions of the climate control system – demist front and rear, auto, and on/off. Adjacent to those is a large rotary knob that controls volume, and if pressed first, then rotated, it can adjust the fan speed – handy. Some other key climate control functions are permanently located at the bottom of the centre screen – easier to find, but not great. Other climate functions and all of the safety-assist toggles are buried within menus accessed via this screen. All in all, like many other new cars today, using the central screen can be a serious distraction while driving.
The steering wheel-mounted button sets are common amongst other Chinese-brand cars. While the icons on these buttons don’t intuitively inform you of their function, learning them doesn’t take too long. Behind the wheel, there are two stalks; the right is for gear selection, and the left controls wipers and lights.
Ahead of the steering wheel is a smaller 10.2-inch digital instrument cluster displaying all the essentials, with selectable menus to display further drive and vehicle data.
To keep things organised, there is a “bridge-style” floating centre console with a massive cavern underneath, complete with a 12-volt power socket. On the “bridge” are dual cup holders under an opening cover, and behind this are dual phone pads, although only the driver’s side is a 15-watt Qi wireless charging pad. It features a grippy, rubberised surface that prevents your phone from sliding around, and adjacent to this are a couple of USB-C power outlets.
Storage in general is good. Under the centre armrest is a further storage bin, albeit smaller than in many other cars. The glovebox is a decent size, complete with a soft-opening mechanism, and the door pockets are massive, easily accommodating larger bottles.
The front seats are plush, multi-layered, and supportive in all the right places, featuring heating and ventilation. The driving position is good, easily fine-tuned using the electric controls. It feels very “car-like” more than its SUV size would suggest, yet still offers that commanding SUV view. Ergonomically, everything falls to hand nicely, though the “squircle” steering wheel takes a few kilometres to get used to. One standout is the headrest-integrated speakers; a clever touch that whispers navigation prompts directly to the driver without interrupting the “in-car” music.
In the back, the Starray is a bit of a spatial wizard. Thanks to a dedicated EV-focused platform (even though this is a hybrid), the floor is almost entirely flat, making the middle seat actually usable for a human adult. Legroom is generous, and despite the massive panoramic sunroof, headroom remains impressive for those over six feet. There’s a refreshing lack of claustrophobia in the back; the low beltline and large glasshouse make the cabin feel light, airy, and much larger than its external dimensions suggest.
The boot in the Starray is where it shows its practical side. It features a variable-height floor; in its highest setting, you get a completely flat loading lip, making it easy to slide heavy grocery bags in. Drop the floor to its lower setting, and the volume expands from 428 litres to a respectable 528 litres. While it is not the biggest in its class, the shape is square and highly usable. Underneath that floor, there is a dedicated compartment for charging cables. There is no spare wheel, just the increasingly common tyre-repair kit and an air pump.
The 60/40 split rear seats fold almost flat, opening up a cavernous 2,065 litres. Loading height is at a comfortable waist level, and there is the convenience of a power tailgate with height adjustment. It’s a well-thought-out space that prioritises ease of use over sheer, raw volume.
What’s The 2025 Geely Starray EM-i Inspire Like To Drive?
On first approaching the Starray, in proximity to the key fob, it would chirp awake and unlock. Entering the Starray, one point of difference becomes immediately apparent – there is no “Start” or “ON” button. Simply by entering with the fob, the car automatically switches to its “on” state. All that is required is for you to place your foot on the brake pedal, select a gear, and drive. When at your destination, stop the car, get out and walk away – the car powers down and locks itself. Although initially it feels odd not being more involved in this process, you quickly become comfortable with the sheer convenience. And, the more you come to question why this is not more common.
Clearly, Geely have given a lot of attention to insulating the passengers from the outside world. It is quiet, refined and does a great job of making the most of the nearly silent running of an electric-powered car. The result is impressively low road and wind noise, even at 100km/h.
The Geely Starray EM-i is marketed as a Super Hybrid with a combined range of up to 943km, with up to 83km of that able to be completed in pure EV mode. Over the week, I travelled around 310 km. In my regular commute, I drive a mix of country, hill, motorway and suburban roads for a round trip of 50 to 60 km every day. On the second day, I charged it to 100% to check its EV range, and easily travelled more than 70km in EV mode. This confirmed that the capacity of the battery is, if topped up each day, more than adequate to cover all of my week’s driving in EV mode. The bonus petrol engine then removes any range anxiety, making it equally well-suited for long-distance touring.
In general driving, you are almost oblivious to the running of the petrol engine. With the electric motor doing most of the heavy lifting, the step-off is brisk and silent. In urban traffic, it feels zippy and effortless. The transition between electric-only and the petrol engine cutting in is generally smooth. Under heavy load, for example, when making a quick overtaking manoeuvre, the engine can get a little bit vocal and “buzzy.” We didn’t experience it all that often, only when it had to work hard to support that electric punch.
Part of that insulating you from the world experience is achieved by having suspension that is on the softer side. While it certainly provides a plush ride, when pushed towards the limit, the more wallowy ride can be somewhat disconcerting for the driver.
Behind the wheel, the vibe is “relaxed commuter” rather than “driver’s SUV.” Visibility is excellent out the front and sides, thanks to the high seating position and relatively thin A-pillars. The rear view is slightly pinched by the stylish rising beltline, but the high-definition 360-degree cameras act as a digital safety net, ensuring you’re never guessing where your corners are.
The steering itself is light, which is great for a three-point turn in a tight supermarket car park, but it lacks a bit of “feel” and feedback when you’re trying to place the car accurately through a high-speed bend.
The main instrument screen is minimalist; a 10.2-inch digital instrument cluster provides just the essentials. And really, this doesn’t matter as the car has a great “heads-up display” (HUD). I am always a fan of a HUD, especially when, like this one, the information is projected ahead of the car in the driver’s line of sight. In the Geely, it is super-clear, and when using the built-in navigation system, it includes a simplified set of directions. Furthermore, it has the bonus of having “snow mode”, a function that, when you select “snow mode”, it changes the normally white text to a pale blue. In my opinion, this stands out better against all backgrounds.
The inbuilt navigation works well and can be initiated simply from verbal instructions, although I found this could be a little hit and miss. Keying in directions can be simpler. The visuals are impressive; For example, in Wellington, 3D images of key city buildings are accurately rendered in full colour with an animation raising each building from the monotone landscape. It is visually stunning and, on your first use, is attractively distracting. When I arrived at my destination, I used the touchscreen to explore the city, taking in the graphics.
When using the navigation, instructions are broadcast to speakers located in the driver’s headrest. Only the driver needs that information, and it left the sound system uninterrupted for the other occupants. Another example of similar smart use of tech is to play the sound for the indicators on the side of the car to which you are indicating.
One entertaining feature of the native navigation system was when it would announce the next instruction like “take the next left into Fergusson Dr”. Instead of what you would expect it to say, using the above example, it would announce the upcoming road as “Fergusson Doctor”. At first I thought I’d misheard it, but no!. Every road, if it were a Drive, would be announced by its name followed by “Doctor”, every Road simply by its name followed by the letters “R” and “D”, and if it were a Street, this became its name followed by “Saint”.
Currently, the car only has connectivity for Apple CarPlay, not Android Auto. The latter is planned to be available as an Over-The-Air update early in 2026. As I have an Android phone, I was unable to test how it integrates with the car and, in particular, the HUD for displaying navigation instructions. (I am curious if it will also keep the “Doctors and Saints”)
The Geely has a comprehensive list of driver-assist systems included as standard. However, while they may be present, it is where the Starray shows its youth. The systems are technically impressive but socially overbearing.
The speed-limit warning is particularly “vocal,” beeping the moment you exceed the posted speed limit by 1km/h. Several times, it spotted a lower speed sign on an off-ramp and instantly began slowing the car, regardless of my position being in the outside lane of the motorway. I found this alarming to the point I wouldn’t use it as much as I might have otherwise. The following motorists are likely to be equally surprised when your car suddenly begins to slow for no apparent reason.
Another curiosity occurred on a local 50 km/h road; it correctly identified the limit sign, but after a roundabout, it automatically decided the limit was now 80 km/h. About 5 years earlier, the limit on this particular road had indeed been 80 km/h. While there were no such road signs present, the car must be using a mix of camera and older map data for this information.
I found the “Intelligent” part of the Cruise Control to be a little too variable to be truly useful; for the most part, it would be too cautious for Kiwi tastes. The system is designed to read the road ahead and automatically reduce the car’s speed for a corner. Most of the time, it would perform safely, albeit reducing the car’s speed far more dramatically than I wanted, surprising me and no doubt the car following me.
The biggest problem, however, was that the car’s response was unpredictable. Occasionally, I would have to actively slow the car for a corner as the intelligent cruise control would fail to recognise the corner altogether. There was no predictability about which corner it might fail to respond to. Driving the same road twice in one night, on the first time it worked, but on the second, it didn’t.
Driving at night, the main headlights and especially the high beam had good coverage, illuminating the road ahead well. There is also an “auto” function for the high beam to dip the lights for other cars. This didn’t respond quickly enough to prevent other motorists from being dazzled, so I simply resorted to manual mode.
Another couple of handy features of the Starray EM-i are its ability to provide a power source for Vehicle to Load (V2L) and Vehicle to Vehicle (V2V), taking advantage of its drive battery. Using the extra-cost V2L adaptor, it can power external electrical appliances up to 3.3kW – great for camping. Alternatively, in V2V mode, bidirectional charging enables power to flow between vehicles. Essentially, this can be used to provide emergency roadside assistance, able to give the “recipient” car enough charge to reach a charging station.
As for fuel consumption, the combination of motive powers and a decent range of plug-in hybrid convenience makes it challenging to accurately check on the claimed 2.4l/100km combined fuel consumption. While I didn’t see the EV range delivering the full 83km, it is more likely closer to 70km. Much of that will be the difference between real roads and lab conditions, and factors like using other energy-consuming functions, like air conditioning. And, even though the EV range may state 0km, it can still have 20% or more battery charge remaining – it’s just the way it works.
READ ON TO CHECK OUT OUR SUMMARY OF THE 2025 GEELY STARRAY EM-i.
2025 Geely Starray EM-i – Specifications
| Vehicle Type | Plug-in Hybrid SUV |
| Starting Price | $49,490 |
| Price as Tested | $50,440 |
| Engine | 1.5L 4-Cylinder Naturally Aspirated Petrol PHEV |
| Power, Torque kW/Nm | Petrol: 73/125Electric: 160/262 |
| Transmission | 1-Speed Dedicated Hybrid Transmission (DHT) / FWD (DHT – dedicated hybrid transmission) |
| Spare Wheel | Tyre repair kit |
| Kerb Weight, Kg | 1,739 |
| Length x Width x Height mm | 4,740 x 1,905 x 1,685 |
| Boot Space / Cargo Capacity, Litres (seats up/seats down) | 428 (floor flush), 528 (Floor lowered) / 2,065 (Seats down) |
| Fuel tank capacity, Litres | 51 (Recommended 95 Octane) |
| Fuel Economy, L/100km | Advertised Spec – Combined – 2.4 Real-World Test – Combined – perhaps closer to 3 (see note in review) Low Usage: 0-6 / Medium Usage 6-12 / High Usage 12+ |
| Energy Economy, kWh/100km | Advertised Spec – Combined – 14.7 Real-World Test – Combined – (see note on fuel economy in review) Low Usage: 6-10 / Medium Usage 11-19 / High Usage 19+ |
| Towing Capacity Kg, unbraked/braked | Not rated for towing in New Zealand |
| Turning circle metres | 10.4S mall: 6-10m / Medium 10-12m / Large 12m+ |
| Warranty | 7 – Year Unlimited km Vehicle 3 – Year Roadside Assist |
| Safety information | ANCAP Rating – Not rated Rightcar.govt.nz – Not rated – RJS443 Euro NCAP – 5 Stars – Link |
