Chinese car maker JAC has announced range and fuel efficiency figures for its new Hunter PHEV ute, which is due to go on sale in Australia in mid-2026. Due to compete with other plug-in hybrid mid-size utes like the BYD Shark, GWM Cannon Alpha and Ford Ranger, the Hunter uses a 2.0-litre turbo-petrol combined with front and rear electric motors making 385Nm/1000Nm outputs and a 31.2kWh LFP battery.
The Hunter was revealed at the 2025 Melbourne Motor Show and today, its maker has revealed that its NEDC combined fuel consumption is rated at 1.6L/100km, and its total electric and petrol range is 1005km, again on the NEDC cycle. Its electric-only range is yet to be revealed, but previous reports say that it’s above 100km, which is almost double that of the Ford Ranger PHEV.
Ahmed Mahmoud, Managing Director of JAC Motors Australia, said the Hunter PHEV is arriving at exactly the right moment for the Australian market.
“We’re launching the right ute at the right time, and it will be at the right price,” said Mahmoud. “The Hunter PHEV is arriving in Australia mid this year, and we believe it is going to get the attention of Australians looking to move into a plug-in hybrid without compromising on the capability, practicality and toughness they need from a ute.”
The confirmation of the Hunter’s combined total range and fuel efficiency comes after it was announced that it is being tuned for local conditions by engineering firm Segula Technologies Australia at Holden’s former Lang Lang proving ground in Victoria.
According to JAC, the local tuning team is focusing on the Hunter’s durability and dynamics, powertrain performance and calibration, towing and load-carrying, on-road and off-road performance, acceleration and braking, and ADAS systems.
NRL star Josh Addo-Carr, who has already thrown his support behind the Hunter PHEV. Known as one of the fastest players in the NRL and fresh from breaking into the league’s all-time top 10 try scorers, Josh Addo-Carr was a natural choice for JAC: someone with real performance credentials and a bold personal style to match the Hunter PHEV.
“I’ve got a lot of respect for JAC. They’re doing the hard work to make sure the Hunter is a PHEV ute built for Australia, and that matters.”
“The design was a big part of it for me too. It looks tough the second you see it. Being able to customise it and make it my own was pretty exciting. It’s the kind of thing any car lover dreams about.”
As part of the launch, Parramatta Eels star Josh Addo-Carr was invited to customise a Hunter. The one-off build includes a custom paint finish by Smith Concepts in Brookvale, supported by PPG, along with Lenso tyres, a lift kit, hard lid, lighting, an e-bike setup and other JAC Genuine Accessories. Addo-Carr’s ute will be showcased at the Melbourne Motor Show, April 10-12.
The JAC Hunter will go on sale in Australia in mid-2026, with local pricing and specifications yet to be confirmed.
Volkswagen is in talks with Israel’s Rafael Advanced Defence Systems to convert a German car plant into a missile defence production site, signalling a potential shift in Europe’s struggling auto sector toward defence manufacturing.
The discussions centre on Volkswagen’s Osnabrueck facility (below), which employs about 2300 workers and faces an uncertain future once production of the T-Roc Cabriolet ends in 2027. According to reports, the plant could be repurposed to produce components for Israel’s Iron Dome air defence system, though Volkswagen said it is not planning to manufacture weapons directly.
The proposed deal is aimed at preserving jobs and potentially expanding employment, with workers expected to play a role in deciding whether to transition to defence-related production.
Under the plan, the factory would manufacture support systems such as launcher platforms, transport vehicles and generators, while missile production would take place elsewhere.
The move comes amid rising defence spending across Europe, driven by geopolitical tensions and the war in Ukraine. Germany alone has committed hundreds of billions of euros to strengthening its military capabilities, with air defence a key priority.
Rafael, a state-owned Israeli defence firm, is best known for developing the Iron Dome system, which has intercepted more than 90% of incoming rockets in combat situations.
Volkswagen has been exploring options for the Osnabrueck site, including a potential sale, as it restructures operations and adapts to slowing demand and intensifying global competition.
The ongoing conflict in the Middle East has highlighted Australia’s dependence on refined fuel imported from other countries.
As recently as 25 years ago, Australia was producing 98 per cent of its fuel requirements in-house, with eight oil refineries around the country. But six of those eight have since been closed, while the remaining two – Ampol’s Lytton plant in Brisbane and Viva Energy’s refinery in Geelong – remain on life support, heavily dependent on government subsidies to remain open.
That leaves Australia in a precarious situation in these chastened times, with our reliance on imported fuel under the spotlight as the Middle East conflict enters its second month.
But where exactly do Australia’s fuel imports come from? According to data from the Institute for Energy Economics and Financial Analysis, the bulk of our fuel needs are met by South-East Asian countries with Singapore and South Korea accounting for over 50 per cent of our fuel needs. Malaysia supplies around 13 per cent of our refined fuel followed by Taiwan and India at around eight per cent each.
Australia also imports crude oil from other countries – largely from Malaysia (40 per cent) and the US (21 per cent) – despite producing its own to the tune of around 272,000 barrels per day, according to the most recent data from the US Energy Information Agency. But with our daily fuel needs stretching to in excess of 1.1 million barrels, the supply chain for Australia’s fuel needs remains of paramount importance.
So far, the Australian government has reassured Australians that fuel is continuing to flow into the country, revealing earlier this week in a joint statement with Singapore that the Asian nation would continue to “support the flow of essential goods including petroleum oils… and consult each other on any disruptions with ramifications on the trade of energy.”
However, Malaysia has sent a warning to its export partners, including Australia, that it would prioritise its own fuel needs ahead of other nations while China has ceased all fuel exports at least until the end of March.
But that steady flow from our trading partners is looking ever more precarious as the conflict in the Middle East drags on, with most relying heavily on fuel from the war-ravaged region. Singapore, our largest supplier, sources around 66 per cent of its crude from the region, oil usually shipped through the Strait of Hormuz which is effectively closed for now, leaving it, and in turn Australia, in a precarious situation.
As Australia develops increasing anxiety about the security of our fuel supply and the escalating price we’ll have to pay for it, viral videos reveal how far ahead China now is on the future of cars.
Chinese auto giant BYD is busy pushing the limits of how fast its EVs can charge as we list how many petrol stations have run out fuel. Thanks to its recent technological advancements, they can charge almost as fast as filling a tank full of fuel. Videos spreading across the Internet show testing of 1500kW chargers and BYD’s new dedicated Flash Charging app, as well as a new ‘Super e-Platform’ that enables vehicles to be charged at up to 1000kW, adding two kilometres of range every second.
Images acquired by CarNewsChina show a charging layout quite similar to a service station forecourt, with liquid-cooled charging guns and T-shaped gantry structures. Access in the session was limited to vehicles carrying a “Flash Charge” rear badge, including upcoming Chinese-market BYD models like the Tang 9, Song Ultra, Seal 07 and Denza Z9 GT.
Chargers were reportedly restricted to vehicles capable of accepting more than 1000 kW of input power, with automatic charging cut off at 97 per cent state of charge.
CarNewsChina reports that displayed pricing at the demonstration site was 1.3 yuan per kWh, equalling approximately A27 cents per kWh. Buyers of compatible flash-charge vehicles are reportedly eligible for 1000 kWh of free electricity annually, too. BYD is also reportedly targeting over 4000 locations to employ the new 1500kW chargers in the ultimate convenience for Chinese EV buyers.
BYD has also announced its new ‘Super e-Platform’ featuring flash-charging batteries, a 30,000rpm motor, and new silicon carbide (SiC) power chips. According to BYD, the platform upgrades the core electric components, achieving a charging power of 1000 kW and a peak charging speed of two kilometres per second. That makes it the fastest in the world for mass-produced vehicles, with just five minutes of charging for 400 kilometres of range.
According to BYD, the Super e-Platform also delivers a single-module single-motor power of 580kW and a top speed over 300km/h, and will first be available on the Han L sedan and the Chinese market version of the Sealion 8, which are now available for pre-ordering in China.
BYD’s advancements in EV charging speeds are a massive improvement on the charging infrastructure offered in Australia, with the fastest chargers capable of a slow 350kW in comparison. BYD Australia is yet to confirm if any of the models capable of 1000kW charging will launch locally.
MG has announced a raft of upgrades to its electric and hybrid vehicles with improved performance and efficiency. Most notable is its new semi-solid-state battery, which could be sold locally in the new MG4 Urban electric hatchback, while the brand’s ‘Hybrid+’ system has also seen upgrades aimed at improving performance and refinement.
Dubbed ‘SolidCore’, the new semi-solid-state battery is not news to the MG brand, but it is the first time that it’s been announced for markets outside of China. MG will be the first manufacturer to introduce semi-solid-state batteries for global use and we’d be surprised if it wasn’t on sale locally – perhaps in a higher-spec MG 4 Urban – by the end of 2026.
Solid-state batteries have long been regarded as the next big engineering development in electric vehicle development. MG’s semi-solid-state battery still reportedly offers a big step up in range, charging speed and low-temperature performance. Replacing the liquid electrolyte, which is the most volatile part of the battery cell, is a solid electrolyte which MG says improves energy density, charging speeds and longevity.
The SolidCore battery also uses a new Lithium-Manganese-Oxide (LMO) chemistry, with a semi-solid electrolyte cathode that acts almost as a shield on top of the cell packs. SolidCore is reportedly only five per cent liquid electrolyte, compared to the 20 per cent of NMC and LFP batteries already in millions of EVs around the world.
According to MG, the SolidCore’s chemistry allows it to charge up to 15 per cent faster than comparably sized LFP batteries in cold weather. The brand is yet to announce further details about the SolidCore, such as size or efficiency, but is aiming for 1000km of range in the near future with semi-solid-state tech.
In addition to the SolidCore battery, the company has also announced upgrades to its Hybrid+ system, currently available in the MG3 small car, ZS small SUV and HS medium SUV in Australia. New software has reportedly increased responsiveness and enhanced refinement, while a new three-speed transmission (with one more gear compared to the current drivetrain in the HS) has also been designed for increased drivability in a wider range of driving.
A new eight-mode logic engine software system “improves the performance and management of the power delivery” and a new Hybrid Control Unit (HCU) features real-time terrain detection so the vehicle can make “even smarter judgments to adapt its propulsion strategy to changing driving conditions, for example, especially on slopes”.
MG Motor Australia is yet to confirm when these drivetrain improvements will be sold here, but given the popularity of its electrified cars, we’d be surprised if they weren’t offered before the end of 2026.
Tesla is facing mounting legal pressure in Australia over claims it sold its Full Self-Driving (FSD) software to customers whose vehicles may never deliver the advertised capability.
A report in The Sydney Morning Herald says several Australian Tesla owners have launched legal action, alleging they paid more than $10,000 for FSD despite their cars lacking the hardware required to fully support the system.
FSD, which operates as an advanced driver-assistance feature requiring constant human supervision, was promoted by Tesla for years before becoming available locally in limited form in Model 3 and Model Y cars in 2025. While newer vehicles equipped with the latest hardware can perform more complex driving tasks, owners of earlier models report significantly reduced functionality.
At the centre of one case is a NSW Tesla owner who has taken action through the NSW Civil and Administrative Tribunal, claiming the company engaged in misleading conduct by selling him lifetime access to FSD that has not been delivered. He is seeking a refund of the software cost, along with compensation linked to additional taxes incurred in owning the vehicle.
The case will proceed alongside a broader Federal Court class action, which includes similar claims from other customers. The tribunal has ruled that individual cases can continue independently, potentially allowing for faster resolution.
Tesla’s FSD system relies on a network of cameras and software designed to interpret surroundings and control steering, braking and acceleration. However, under Australian regulations it remains classified as a Level 2 system, meaning drivers must remain fully engaged and legally responsible at all times.
The legal challenges come amid ongoing scrutiny of Tesla’s driver-assistance technology in Australia. In recent months, the company has adjusted its terminology for such systems following pressure from regulators, while also shifting FSD to a subscription-based model for local buyers.
At the same time, Tesla has made selective changes to its global feature offerings, although some safety-related adjustments seen overseas have not been applied in Australia.
The outcome of the legal proceedings could have broader implications for how advanced driver-assistance features are marketed and sold, particularly as automakers continue to push the boundaries of semi-autonomous driving technology.
With Australia’s fuel prices higher than ever before, and supply becoming scarce at some locations, it’s likely that new car buyers will increasingly look towards electric cars. However, many EVs aren’t cheap to buy and despite price parity in some situations, many remain more expensive than their equivalent ICE models.
Thankfully for those wanting to escape petrol-dependence, there are a growing number of cheaper EV models that are worthy of consideration. Here’s the WhichCar by Wheels guide to the 10 cheapest electric cars on the market in Australia:
1) BYD Atto 1: $21,990 +ORC
Drivetrain: Single-motor, 65kW – 115kW, front-wheel drive
Range: 220km – 310km (WLTP)
BYD shocked the nation launching not just the cheapest electric car in Australia but one of the cheapest cars, period. Priced from just $21,990 plus on-road costs, the BYD Atto 1 is priced similarly to other light cars such as the Kia Picanto and MG 3, but it’s fully electric instead. The entry-level Atto 1 Essential uses a small 30kWh battery for a claimed 220km of range, as well as a 65kW electric motor, which is more than enough for most urban-dwelling buyers – but those wanting more range and grunt can jump up to the Atto 1 Premium, which features a 115kW motor and a larger 43kWh battery for a healthier 310km of range. Regardless of the drivetrain, the Atto 1 is a well equipped, practical and darty city runabout.
2) BYD Dolphin: From $29,990 +ORC
Drivetrain: Single-motor, 70kW – 150kW, front-wheel drive
Range: 340km – 427km (WLTP)
The previous cheapest electric car in Australia, the BYD Dolphin is larger than the Atto 1 that sits below it, is priced from $29,990 plus on-road costs for the entry-level Essential that uses a 70kW motor and can travel a claimed 340km on a charge – the upper-spec Dynamic ($36,990 +ORC) makes more than double the power at 150kW and uses a larger battery for a claimed 427km of range.
3) GAC Aion UT: From $30,990 driveaway
Drivetrain: Single-motor, 150kW, front-wheel drive
Range: 430km (WLTP)
The Aion UT is a new electric hatchback to Australia from Chinese firm GAC and pricing starts at $30,990 driveaway for those buying an Aion UT before April 9 (at which time it will revert to a still-sharp $31,990, plus on-road costs). For that money, buyers get a healthy 430km of range and a powerful 150kW motor, giving the Aion UT spritely performance. Its cabin is roomy for its size with a 321-litre boot, and it’s also quite well equipped across the range.
4) BYD Atto 2: From $31,990 +ORC
Drivetrain: Single-motor, 130kW, front-wheel drive
Range: 345km (WLTP)
The BYD Atto 2, the cheapest electric SUV in Australia so far, launched in late 2025 priced from just $31,990 plus on-road costs for the entry-level Dynamic and $35,990 +ORC for the better-specced Premium. Both use the same drivetrain with a 51kWh LFP battery that’s good for a claimed 345km range, with a 130kW motor driving the front wheels. Both Atto 2 variants are well equipped and it uses good quality materials on the inside as well.
5) GWM Ora: From $35,990 driveaway
Drivetrain: Single-motor, 126kW, front-wheel drive
Range: Up to 400km (WLTP)
The GWM Ora was actually one of the first small electric vehicles to go on sale in Australia, when it did so back in mid-2023. Nowadays, its range is split into two trims: base Lux and the sporty-looking GT at the top of the range, though both use the same drivetrain. A reasonable 126kW is put through the front wheels, while a 57.7kWh LFP battery provides up to 400km of driving. The Ora’s cabin is surprisingly roomy for its size, and it’s well equipped as well.
6) Jaecoo J5 EV: From $36,990 driveaway
Drivetrain: Single-motor, 155kW, front-wheel drive
Range: Up to 402km (WLTP)
Jaecoo’s J5 will soon also be offered with petrol and hybrid power, too, but so far only the electric version has launched, locally priced from $36,990 driveaway. Under the body is a 58.9kWh battery for a claimed 402km of range, while its 155kW front motor handles propulsion. The exterior design is clean and handsome, while the interior is good quality and loaded with features like a panoramic glass roof, synthetic leather upholstery and a huge 13.2-inch touchscreen.
7) Chery E5: From $36,990 +ORC
Drivetrain: Single-motor, 155kW, front-wheel drive
Range: 430km (WLTP)
Previously called the Chery Omoda E5, the new Chery E5 is a handsome small SUV with a coupe-like roofline. Priced from $36,990 plus on-road costs, the E5 is offered in two spec points: Urban and Ultimate, with each featuring a 58.9kWh battery for a claimed 430km range (WLTP) and a 155kW front-mounted electric motor. The E5 continues the strong value for money that Chery is known for thanks to its long standard equipment list and long warranty.
8) Leapmotor B10: From $37,888 +ORC
Drivetrain: Single-motor, 160kW, rear-wheel drive
Range: 442km – 516km
Leapmotor recently launched the B10 in Australia, its second car on offer locally. Sitting in the small SUV class, the B10 uses a 160kW rear-mounted electric motor, but offers two battery sizes (56.2kWh for the entry-level Style and 67.1kWh for the upper-spec Design Long Range) for between 442km and 516km of driving range. Unlike almost all other cheap EVs, the B10 is actually rear-wheel drive and Leapmotor is keen to point out that its chassis was developed by Maserati, which also fits under the Stellantis umbrella, meaning it offers an engaging driving experience.
9) MG 4: From $37,990 driveaway
Drivetrains: Single- or dual-motor, 125kW/150kW/180kW/300kW, rear- or all-wheel drive
Range: 405km – 590km (WLTP)
The MG 4 has been one of the most popular EVs we’ve seen in Australia so far thanks to its keen driving experience, spacious cabin, big drivetrain choice – including the very fast 300kW XPower – and typically strong value we’ve come to expect from the MG brand. There’s an updated model and even a brand new model called the MG 4 Urban that we predict is not far off launching locally, but the pre-updated model is still great buying.
10) Hyundai Inster: From $39,000 +ORC
Drivetrains: Single-motor, 71kW – 85kW, front-wheel drive
Range: 327km – 360km
Hyundai’s cute little Inster launched locally in 2025 priced from $39,000 plus on-road costs, though it’s currently on special for $35,990 driveaway. Offering characterful styling, lots of standard equipment, fun driving dynamics and a surprisingly roomy interior, the Inster is only a four-seater so won’t appeal to everybody. There are three models on offer, including the off-road-like Cross, and there’s a reasonable range of up to 360km on offer.
Mercedes-AMG has confirmed that its striking CONCEPT AMG GT TRACK SPORT will underpin two new high-performance models, including a next-generation GT3 race car and a future GT Black Series road car.
Originally revealed as a standalone concept, the TRACK SPORT has now been repositioned as a development platform for both motorsport and road applications. The move signals AMG’s intent to expand its GT line-up at the extreme end of performance.
The road-legal version of the project will serve as a homologation model for the GT3 successor, linking the two vehicles closely in both engineering and intent. AMG says the TRACK SPORT name reflects this dual purpose, bridging the gap between uncompromising track capability and road-legal performance.
Development of the prototypes has been underway since late 2025, with testing conducted across a range of circuits including Immendingen, Bilster Berg, Portimão and Monteblanco. More recently, the programme has moved to the Nürburgring Nordschleife, marking a key phase in refining performance under demanding conditions.
The new GT3 will continue AMG’s long-running customer racing programme, which dates back to 2010 with the SLS AMG GT3. Since then, AMG’s GT3 cars have been a regular presence in international endurance racing, with updates introduced through the current GT3 and its Evo version.
Responsibility for the new model sits with Affalterbach Racing GmbH, a dedicated AMG subsidiary established to oversee development and production. The focus is on improving performance, safety and competitiveness while maintaining continuity with previous customer racing cars.
Alongside the GT3, AMG is also preparing a new Black Series model, positioned as the most extreme road-going version of the GT. The Black Series badge has been reserved for AMG’s most focused performance cars since 2006, drawing heavily on motorsport-derived engineering.
The new model is expected to continue that tradition, translating lessons from the GT3 programme into a road-legal package. AMG describes the approach as a continuation of its long-standing philosophy of transferring racing technology to production vehicles.
While technical details remain limited, the dual development programme highlights AMG’s strategy of aligning its racing and road car efforts more closely.
Further information on both the GT3 and the new Black Series is expected to be released as development progresses.
A new style of licence plate is being introduced in Victoria to better suit the growing number of Chinese-built vehicles on Australian roads, highlighting how quickly the local car market is changing.
According to reporting by Yahoo News Australia, the so-called ‘mullet plate’ features a standard Australian-sized front plate paired with a differently shaped rear plate designed to match the mounting points used on many Chinese vehicles. These rear plates are narrower and taller than traditional Australian formats, eliminating the need for brackets or modifications.
The change addresses a practical issue that has emerged alongside the rapid rise of Chinese brands such as BYD, MG, GWM, Chery and Haval. Many of these vehicles use number plate dimensions common in China, which differ from Australia’s standard 372mm by 132mm format. By contrast, the Chinese-style plate is deeper and less wide, making it incompatible without adjustment.
VicRoads says the new plates are intended to simplify installation and improve fitment. The updated design allows plates to be mounted directly without drilling or add-ons, offering a cleaner finish for owners and dealerships alike. The plates are available through selected dealerships and VicRoads centres, priced at $175 per set.
Chinese brands have gained traction in recent years thanks to competitive pricing, strong technology offerings and increasing availability at a time when global supply constraints have affected traditional manufacturers. Their rapid expansion in electric vehicle production has also aligned with rising consumer interest in lower running costs and reduced emissions.
The trend is now being reflected in national sales data. Recent VFACTS figures show China has become Australia’s largest source of new vehicles for the first time on a monthly basis, overtaking long-standing leaders such as Japan and Thailand. The shift underscores the speed at which Chinese manufacturers have established a foothold in the local market.
While the new ‘mullet’ plates may seem like a small change, they reinforce the significant transition underway in Australia’s new car market.
First published in the February 1974 issue of Wheels magazine, Australia’s best car mag since 1953. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.
Peter Robinson flew to Europe to find out just what is happening in the great car centres there. He found instead a Continent where you can’t drive on Sundays. He claims the face of the motor industry is going to change overnight as fuel prices rise and the taps are turned off. Here is his first, alarming report.
Europe is grinding to a halt. And it is happening far quicker than Australians imagine. The Arab oil embargo is forcing a total change in the automotive industry which will affect not only Europe but the rest of the world, including Australia.
I was in Germany on the first Sunday that driving was banned and was very nearly caught in Italy because the Saturday we were leaving was a public holiday. This meant a complete stop to all private driving over the weekend with fines which are so severe – the minimum in Germany is $500 and the maximum $30,000 and those in Italy are only slightly lower. Nobody dares drive.
The frightening facts are that the concept and future of the car as we know it may be coming to an end and sooner than anybody anticipated even two months ago.
Even if the Arabs lift the embargo the price of petrol is expected to rise in Europe by at least 25 per cent and the increase could go as high as 50 per cent during the next 12 months. Already it is selling for close to one dollar a gallon in most countries.
Australia is lucky, incredibly lucky that over 96 per cent (from official figures for 1971-72) of our petrol comes from Australian oil, so we are not dependent on outside supplies. But even these reserves will last only eight years at the present rate of consumption (although this figure doesn’t take into account the latest finds on the North-West shelf).
Already the lack of petrol is making itself felt in deciding what form the cars of tomorrow will take. Renault told me the introduction of its new V6 powered sedan, due in 1974, could be postponed indefinitely if the embargo continues. Even if it is lifted sometime in 1974 the car might be released only in the smaller 2-litre version instead of the proposed 2.5 and 3.0 models.
Inevitably people in Europe are realising that small, economy cars are the only ones which are going to survive in any numbers, if the car itself is to have a future.
England has introduced petrol rationing, all European countries (except France) have a driving ban on Sundays and Holidays and lowered speed limits, even on the super highways.
The black market in Jaguars, Rolls-Royces and Mercedes-Benz cars in Britain, and on the continent, has virtually disappeared overnight while the value of second-hand Minis has risen by $200 and Chrysler, who was said to be planning to drop the Imp altogether, has now increased production of its small rear-engined car by 50 per cent.
Daf, Holland’s only car maker, reports sales are off 50 per cent, Opel and Ford in Germany are working shorter weeks and their stock pile of cars grows every day, Fiat sales down 30 per cent in Italy, Peugeot is laying off workers and Renault and Citroen closed down for 11 days over Christmas, days normally reserved for full scale production.
Other manufacturers with larger cars are keeping very quiet about actual sales slumps although Maserati admits it has cut back its work force from 921 to only 218 and is working 27 hours a week instead of 40.
In the US, sales of large cars have nose-dived dramatically while the sub- compact and compact cars can’t be built in sufficient numbers to meet the demand.
And the latest news, that petrol production is to be cut by 25 per cent in 1974, will only add to the problems faced by an industry almost totally directed to building large, petrol eating cars.
GM’s new Wankel engine, due for release in 1974, could also be in trouble, unless the company has solved the problem of improving the rotary engine’s poor fuel consumption.
Of all the major Western nations only Australia has been left almost untouched by the dramas and, coming back from a fuel starved Europe, it seems staggering that our local industry is still convinced the future lies with medium sized cars with their relatively large and inefficient engines.
Just how long this situation can, and will, continue, is impossible to predict but if our motor industry believes it can escape the problems which are now hitting Europe and America it is mistaken. Today we can see an end in sight to oil reserves and a point must be reached where the car’s use is restricted in Australia to lengthen the life expectancy of the reserves or until some other form of energy is found.
And even if it doesn’t come to this you can expect to pay much higher prices for petrol over the next couple of years.
Today, the oil situation dominates the Europe scene but I was still able to experience the modern pleasure of using high speed roads on which enormous distances can be covered in short times. The best example of mile-eating I heard about was from our European correspondent Jerry Sloniger who told me of a drive he had a couple of years ago which involved covering 500 miles in five hours in a Mercedes Benz 6.3.
The French Autoroutes, Italian Autostradas and German Autobahns are an object lesson to Australia.
If the Federal Government is serious in its plans to build a four lane road between Sydney and Melbourne it need only duplicate the examples in Europe.
Of course all this road construction might be wasted if the oil crisis comes to Australia, there just won’t be any need for roads, but let’s presume that for a while, at least, Australia can escape the oil crisis and goes ahead with the new road building program.
For two hours on one stretch of French Autoroute, I cruised between 120-140 kph (75 to 87 mph) in a small Renault 5 and dropped speed only once and then it was down to 100 kph (60 mph). It was a new and very pleasant experience after the local roads.
The secret is in having no crossroads at all. Cars coming onto the Autoroute simply build up speed on the approaches and then drop into an entry lane before moving across onto the main highway. Most of the roads are totally new and there are surprisingly few over-and-under-passes.
If the new Australian system continues with the old cross roads idea and slows traffic down to pass through country towns then we will simply be making a slight improvement on what is basically a road system devised for horse-drawn carriages 100 years ago.
