An Australian company has developed a hydrogen fuel-cell with significantly higher voltages than those currently found on the market.

Early testing by the Queensland University of Technology has found Titan Hydrogen’s fuel-cell enhancement technology delivered higher voltages when compared to more common Polymer Electrolyte Membrane (PEM) fuel cells of the same density.

Titan says it is seeking to increase the capacity of fuel-cells by up to 60 per cent in an effort to deliver more power – with common PEM fuel-cells converting less than 40 per cent of hydrogen into electricity.

“We are encouraged by these early-stage results and look forward to further validation of the novel approach we are following,” chairman David Vison said.

The news comes just days after H2X Global announced it had partnered with a consortium of businesses to launch a new hydrogen vehicle hub in Victoria’s south east.

While traditionally home to coal-fired power stations, Gippsland is primed to become a key producer of hydrogen in the coming years. The region already exports the fuel to Japan, and could benefit from a new deal to supply hydrogen to construction equipment maker JCB.

After weeks of suffering through electricity shortages, fuel retailers in parts of China are now being forced to ration diesel.

According to a report from Bloomberg, the policy has been brought in to help prevent a similar supply issue gripping the country’s coal and natural gas industries in recent times – which has led to limits on electricity outputs in areas of the country.

It’s understood some fuel stations have begun enforcing stricter limits in recent days, from a daily ration of ¥2500 (AU$520) down to ¥1000 (AU$200), causing truck drivers to turn to social media to express their frustrations.

Others have opted to buy diesel-powered generators to supplement their electricity usage, placing further strain on the fuel supplies.

In early October, a Tesla original equipment manufacturer located in China was forced to suspend production due to the rolling electricity blackouts – with concerns emerging that the decision would eventually impact the supply of Model 3 deliveries to Australia.

While Australia’s fuel is predominantly sourced from Singapore, some diesel is imported directly from South Korea and Japan.

Last month, Sydney recorded the highest average fuel price following ever-increasing wholesale costs on the international crude oil market.

Everything from the 1970s and ’80s is in vogue again, from Lamborghini reviving the Countach, to Nissan’s unashamedly retro design for the new Z. It seems the world’s racing fraternity aren’t immune either, with ground-effect designs returning next year.

But instead of simply rehashing old systems, motorsport has found ways to innovate on the early rudimentary aerodynamic thinking of old. Ground effect development ended in Formula 1 in 1982 when the technology was outlawed, and while Group C sportscars picked up the baton for a period, the era of huge underfloor aerodynamics was largely short lived.

For nearly three decades motorsport has almost entirely focused on increasing downforce by utilising over-body aero such as wings and spoilers, and centred around using flat floors not venturi tunnels.

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New regs are changing that, with Formula 1 shifting to a ground-effect inspired design for 2022, while Peugeot is returning to top-flight competition at Le Mans without a rear wing on its 9X8 racer. It’s a radical design that could upend how teams approach the iconic endurance race.

The new Hypercar (LMH) rules the 9X8 will compete under regulate a minimum drag coefficient of 1.0, and maximum downforce drag coefficient of 5.2. But beyond that, the ruleset has lifted many of the restrictions around the size and placement of aerodynamic bodywork. While rivals have followed a traditional over-body route, Peugeot’s engineers have found a solution that falls within the pre-set window without traditional wings.

“It is a combination of ground effect and upper rear bodywork that has been worked out in a bit of a different way compared to the old LMP1,” Peugeot Sport Technical Director, Olivier Jansonnie, told Racecar Engineering. “We basically have a combination of the front splitter and rear diffuser. The front of the car is more traditional.”

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Modern rules prevented Peugeot using a similar physical barrier to trap the airflow under the 9X8. Instead the French manufacturer’s designers have created an ‘air curtain’.

Ground effect works the same in principle as traditional diffusers, generating a low-pressure system to ‘suck’ the car to the ground. Though instead of utilising a flat floor that opens at the rear, it achieves its downforce through the use of sculpted underfloor designs.

As air travels through the tunnels, it is squeezed at the point closest to the ground developing the required pressure. The benefit of a ground-effect design is it is less disturbed by ‘dirty air’ and produces a cleaner aerodynamic wake.

When Lotus first pioneered ground effect with its 78 and 79 racers it utilised ‘skirts’ that sealed the air underneath. Modern rules prevented Peugeot using a similar physical barrier to trap the airflow under the 9X8. Instead the French manufacturer’s designers have created an ‘air curtain’.

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The large front intakes channel air in two directions, with most travelling under the car, while some is directed outward halfway down the car’s length with the exterior bodywork then keeping it ‘connected’ to the car. Having already been accelerated by the first half of the underfloor design, this evacuated air forms an aerodynamic barrier for the rear diffuser.

Formula 1’s 2022 regulations undo the mandate for flat floors that was introduced in 1983, allowing teams to incorporate fully shaped venturi tunnels in their floor design. Instead of an ‘air curtain’, F1 teams will use a range of fins underneath the floor to direct airflow and minimise disturbances.

Diffuser design trends dictate that the rear opening begins to kick upward near the rear axle. However, Peugeot’s design begins curving slightly beyond the halfway point of the car’s length – much further forward than a traditional design.

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The greatest amount of suction from underfloor aerodynamics is generated at the flat portion as it is closest to the ground, which Peugeot has located smack bang in the middle of the 9X8’s footprint.

The transfer of these advancements to road cars won’t be as immediate or transparent as other racing technologies. By limiting overall downforce in the LMH rules, this means Peugeot’s designers can focus on generating the required levels as efficiently as possible, instead of maximum effectiveness. It’s here that they will see the greatest benefit for road cars.

Car manufacturers are beginning to tap into underfloor aerodynamics more keenly with recent cars like the Porsche GT3 introducing vanes to better manage undertray airflow, while Gordon Murray’s T.50 claims to utilise a ground-effect inspired fan system to aid downforce.

As racing-led understanding grows, so will its adoption on cutting-edge road-going products. A motorsport arms race may not see the next Ferrari sprout large venturi tunnels, but it will help next-gen sports cars stick to the road better without ever larger wings.

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The fatal flaw

There are issues with ground effect, particularly on bumpy surfaces. Old-school designs were hugely sensitive to pitch, yaw, and roll, requiring massively stiff suspension. Additionally, if a car bottomed out and the floor touched the ground, it would effectively cut off the tunnels, reducing downforce to zero immediately. You don’t need us to explain what happens when you lose all downforce mid-corner.

What if it doesn’t work as intended?

Peugeot is aware it is taking a gamble with its wingless 9X8 design. Testing is set to begin before year’s end, and months of CFD theory will be put to the test.

“If at any point we find that it is not the right direction, we are sufficiently experienced to change our mind and revise our opinion,” Jansonnie told Autosport. “We have sufficient humility to understand that you need to test to prove that the new ideas are correct.” F1 won’t have that luxury.

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Nissan’s attempt

Nissan used a similar concept to that deployed by Peugeot in its GT-R LM in 2015 but were hamstrung by the restrictive LMP1 bodywork regulations. The front-engined car channelled huge amounts of air into a pair of tunnels that then dumped out on top of the rear diffuser. The extremely innovative, but ultimately unsuccessful project showed initial promise – being fastest in a straight line at Le Mans in 2015.

The hidden fans

The iconic McLaren F1 had fan-aided ground effect devices hidden underneath its bodywork. “I had two reflex diffusers, very steep, that the air would not normally follow. It had two 140mm fans, sucking the air out of them and when you switched them on we got 5 per cent downforce and a 2 per cent reduction in drag,” Gordon Murray explained.

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German manufacturer Audi has released its latest A8 and S8, the flagship sedan models to come off its production lines.

A facelift to the fourth generation A8 which first launched in 2017, the 2022 model features styling updates to the single-frame grille, Matrix LED headlights and lower elements of the front bumper, while the rear end now has digital OLED taillights.

For the first time in the A8 range, Audi will offer its S-Line trim package to the flagship model, adding optional 21-inch wheels, an S-Line specific lower valance, special embossed seats, piano black and carbon fibre trim plus a three-spoke steering wheel.

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As with the outgoing model, the A8 will be available in standard or A8 L guise, with the limousine gaining Valetta leather rear reclining seats for its passengers, or rather owners if they prefer to be chauffeur-driven.

A relaxation seat package adds a back massage with 19 pneumatic cushions, electrically adjustable comfort headrests, four-zone deluxe automatic air conditioning and two 10.1-inch screens for dedicated infotainment in the rear.

On top of the 12.3-inch digital dash, the front occupants score two more screens in the middle of the dashboard, with the 10.1-inch display on top controlling the infotainment system while the 8.6-inch screen below provides HVAC controls.

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Under the bonnet, there’s no change for either the A8 or A8 L in Australia, with local buyers likely only being offered the 210kW and 600Nm 3.0-litre, turbo diesel V6 engine.

Although international markets can purchase a 3.0-litre, supercharged petrol V6 – with outputs of 250kW and 500Nm – or a 4.0-litre, twin-turbo petrol V8, punching out a hefty 338kW and 660Nm.

It’s no surprise that the range-topping S8 will pack the biggest punch of the lot, retaining its current 4.0-litre V8 setup which continues to develop 420kW and 800Nm, with a claimed 0-100km/h sprint time of 3.8 seconds.

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While Audi’s quattro all-wheel drive system and eight-speed torque-converter automatic gearbox will remain unchanged, the addition of a new electrified power unit provides greater economy and power on top of the existing range.

The A8 and A8 L 60 TFSI e quattro retains the existing 3.0-litre petrol engine but with a compact electric motor providing support, as its 14.4kWh battery pack boosts peak power and torque to 340kW and 700Nm respectively for the plug-in hybrid models.

Four drive modes are offered in the PHEV variant, allowing drivers to choose between an all-electric setting, standard hybrid operation, a hold function or charge where the internal combustion engine puts energy back into the battery pack.

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Under the skin, the A8’s adaptive air suspension system is standard, as is progressive steering, although all-wheel steering is only standard on the S8, instead an optional extra for the A8 variants.

With a kerb weight of over 2200kg even in short wheelbase guise, Audi has introduced a new predictive active suspension system on the A8, coupling the car’s cameras with the adaptive dampers to increase or decrease stiffness depending on road conditions and on-board settings.

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With a whopping 60 per cent of global A8 sales coming thanks to the Chinese market, Audi has rewarded those buyers with an exclusive edition known as the A8 L Horch – an uber-luxurious variant which aims to take on the Mercedes-Maybach S-Class and Bentley’s Flying Spur.

Featuring an extra 13 centimetres in length over the 5.19 metre-long A8, the A8 L Horch is set apart from the donor vehicle by its single frame grille with vertical struts and H Crown design wheels.

Despite only becoming available in China, Audi expects one-fifth of A8s sold in the country to be Horch derivatives, hinting at plans to restart the luxury arm in the future across other models.

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2022 Audi A8 and S8 pricing

The first examples of the revised A8 will be rolling out across Europe throughout December, with Audi Australia confirming local pricing and specs will be released close to the local launch.

Prices exclude on-road costs:

• A8 50 TDI quattro – €97,800 (AU$151,440)
• A8 60 TFSI e quattro – €108,950 (AU$168,705)
• S8 – €144,800 (AU$224,220)

Electric vehicle owners in the Netherlands could soon have access to the world’s fastest charging stations as a part of a trail program.

Tesla’s Supercharger network is slowly being opened up to the wider EV community, with Dutch drivers able to take part in a pilot program where 10 chargers will be available for owners of any vehicle.

Accessible to Non-Tesla drivers via Tesla’s app, the trial will allow them to use the super fast chargers alongside Tesla owners, although the situation will be monitored as the manufacturer doesn’t want its own customers to miss out on the exclusive network.

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Tesla has said it’s always intended on opening its network to the wider EV community, having installed over 25,000 Superchargers worldwide.

“It’s always been our ambition to open the Supercharger network to Non-Tesla EVs, and by doing so, encourage more drivers to go electric,” said Tesla.

“This move directly supports our mission to accelerate the world’s transition to sustainable energy.”

“More customers using the Supercharger network enables faster expansion. Our goal is to learn and iterate quickly, while continuing to aggressively expand the network, so we can eventually welcome both Tesla and Non-Tesla drivers at every Supercharger worldwide.”

Earlier this year it was announced a similar trial program was being assessed for Norway, although Tesla openly admitted it wanted compensation or incentives in return given it had installed the Superchargers without government funding.

The new Honda Civic will be available in Australia from the end of 2021, as the Japanese manufacturer confirms a handful of cars have arrived locally.

Coming to Australia as a hatchback only, the first examples of the 11th-generation Civic have turned up on local shores in a “small initial lot”, with Honda expecting more shipments of the model to arrive in the coming weeks.

Set to go on sale before the end of the year, Honda hasn’t yet released pricing for the new Civic. It is however expected to go on sale through dealers at a fixed price, as the company moved to a fixed-price agency earlier this year.

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Powering the Civic will be a 1.5-litre, turbocharged four-cylinder engine with VTEC, an updated version of the last generation’s powerplant which produced 127kW and 220Nm, retaining the continuously variable transmission as well.

Having already been launched overseas, the new Civic has received praise for its revised engine and fresh exterior design, although we’ll have to wait for a hotter Type R variant to be launched to see just what it looks like in performance trim.

It’s expected Honda will launch a hybrid version of the Civic next year, dubbed the e:HEV and based on the same platform as its electrified HR-V, allowing it to operate in electric-only mode.

Skoda is enjoying a relatively strong 2021 despite semiconductor related setbacks, posting a high operating profit for the first three quarters of the year.

Having endured a tough 2020, the Czech manufacturer has bounced back this year, posting an operating profit of €900 million (AU$1.39 billion) so far, a 92 per cent increase over its figures to the same point 12 months ago.

A 6.8 per cent return on sales has helped boost Skoda’s sales revenue to €13.33bn (AU$20.56bn) for the year, thanks to the 596,100 vehicles sold worldwide throughout 2021.

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Despite overall deliveries to customers dropping from 721,900 units to 700,700 units – a 2.9 per cent drop – this has been attributed to the Chinese market, as deliveries excluding the world’s most populous country were up by 8.5 per cent from 597,000 to 648,000.

Production of vehicles has also seen a slight increase for the Czech brand – 575,000 in 2020 to 578,200 in 2021 – although this was before a two-week shutdown which started on October 18 due to a shortage of semiconductors.

While it had previously anticipated 1.3 million vehicles to roll off its Czech production lines throughout 2021, the pause could reduce this number to around 1.15 million – roughly the same as its efforts in COVID-affected 2020.

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Chrisian Schenk, a Skoda board member for finance and IT, said the lack of supply has affected the manufacturer’s overall output but its focus remains on keeping its staff employed.

“Since the third quarter, the semiconductor shortage and the limited availability of parts due to bottlenecks in the automotive supply chains have been a bitter setback for ŠKODA AUTO’s strong growth trajectory,” said Schenk.

“Despite high demand and high order backlogs for our successful products, we have had to cut back our production. Against this background, however, we almost doubled our operating profit in the first three quarters compared to the previous year thanks to consistently managing the product mix and rigorously reducing costs despite the lower deliveries.”

“Alongside the Czech government, our social partner KOVO [union] and the Volkswagen Group, we are working tirelessly on measures to overcome the semiconductor crisis and safeguard jobs at ŠKODA AUTO and our suppliers over the long term.”

Parent company Volkswagen has also been affected by the semiconductor shortage, with stock of its Australian models reduced while its head plant in Wolfsburg is set for its lowest year of production since 1958.

UPDATE, December 29: Australian pricing or the updated XC40 Recharge Pure Electric range has been announced, including the addition of a more affordable single-motor offering. See our story here.

The 2023 Volvo XC40 has been revealed, ahead of the facelifted SUV’s arrival in the third quarter of next year.

Volvo’s German arm has detailed the updated XC40 on its website, borrowing its new looks from its electric sibling, the Volvo C40 Recharge – the coupe body variant of the XC40 Recharge.

The new SUV adopts the C40’s more triangular-shaped LED headlights, with the continuity of its T-shaped daytime-running lights, which are echoed in the redesigned front bumper. Fully-electric models can be distinguished by their blocked-off front grille.

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New designs for the 19-inch alloy wheels accompany the changes.

It’s expected Volvo Australia will continue its push towards electrification, dropping petrol-only engines and moving its entire line-up of XC40 models to a choice of either mild-hybrid, plug-in hybrid, or fully-electric powertrains.

The current 2021 XC40 Recharge Pure Electric – priced from $76,990 plus on-road costs – has already sold out in Australia, before the model reached local shores.

With the facelifted version, a new front-wheel-drive XC40 Recharge Pure Electric has joined the range in Europe, with a single 170kW/330Nm electric motor powering the front wheels, with a claimed (WLTP) driving range of 424 kilometres.

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Inside, buyers will be offered wool or sustainably-sourced synthetic leather – with Volvo announcing in September it was dropping natural leather.

It’s expected the XC40 Recharge Pure Electric’s recent five-star ANCAP safety rating will carry over to the updated model.

A spokesperson for Volvo Australia has told Wheels the 2023 Volvo XC40 is expected early in the second half of 2022, with a final line-up yet to be locked in.

Jaguar’s first SUV instantly became the brand’s biggest seller when launched in 2016 thanks to a mix of style, brawn, performance and practicality. And while the first-generation model is getting on in years, a series of updates have helped it remain one of the more desirable premium crossovers on the market.

The 2021 Jaguar F-Pace received a significant refresh that followed in the footsteps of the XF sports sedan on which it’s based, wielding a few exterior tweaks, redesigned interior and, for the first time, mild-hybrid technology that features in six-cylinder P400 petrol and D300 diesel powertrains, the latter powering the subject of this review.

What is the Jaguar F-Pace R-Dynamic SE D300 like to live with?

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The five-variant F-Pace range is priced from $76,120 before on-road costs for the R-Dynamic S P250 while the R-Dynamic HSE P400, which currently tops the range, retails for $110,280 + ORC.

The F-Pace R-Dynamic SE D300 sits in the middle of the line-up and is priced at $95,566 + ORC, our test vehicle coming with $18,510 worth of extras including Pixel LED signature headlights ($4784); panoramic sunroof ($4420); 18-way power-adjustable front seats with heating and ventilation ($3094); 400W 13-speaker Meridian sound system with active road-noise cancellation; ($1560), privacy glass ($950); red brake calipers ($806), veneer engineered wood trim ($416) and the $2460 Technology Pack with solar attenuating windscreen, wireless phone charging and a head-up display.

Apart from the revised grille, bonnet and bumper designs and new LED quad headlights, exterior differences are subtle for the 2021 upgrade as the changes are primarily focused on the new crisp and clutter-free cabin layout shared with the XF sports sedan on which the F-Pace is based.

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The impeccably finished interior features an 11.4-inch curved touchscreen that floats in front of the dashboard and controls JLR’s latest Pivi Pro infotainment system with sharp graphics, intuitive menus, Apple CarPlay/Android Auto mirroring and displays including the surround-view 3D camera and rear traffic monitor.

This is complemented by a 12.3-inch customisable gauge cluster in front of the driver, which features 3D mapping and shows navigation directions.

Elegant touches include the multi-purpose air-conditioning dials and pop-up drive mode switch that you see in its Land Rover cousins.

The F-Pace R-Dynamic SE D300 sits in the middle of the line-up and is priced at $95,566, our test vehicle coming with $18,510 worth of extras.

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The interior of our test vehicle was tastefully clad in two-tone light grey and black and looked exactly how you expect a Jaguar to look. That said I reckon the sporty black Alcantara ceiling trim looked a little out of place.

The standard leather-appointed front seats are very comfortable, though there is no seat heating or ventilation. The F-Pace’s are comfortable but legroom is a little tight for an SUV this size, as is headroom due to the swept-back roofline.

What isn’t lacking for space is the big 755-litre boot, which is 1020mm long from the rear seats to the boot lip and 1050mm wide at the narrowest point. Lift the boot floor and you’ll find a space-saver spare wheel.

If you need to haul more it has a very handy 2400kg braked towing capacity.

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As far as running costs go, the 3.0-litre turbo-diesel engine has an official combined fuel consumption rating of 7.0L/100km.

There are no service intervals. Instead, the vehicle will tell you when the next service is due based on various factors such as arduous conditions, driving style and climate. Jaguar offers a pre-paid service plan that for $2650 covers the F-PACE D300 for all services done in the first five years or 130,000km.

The Jaguar F-Pace is covered by a five-year/unlimited-kilometre warranty.

What is the Jaguar F-Pace D300 like to drive?

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I had to double-check the fuel cap label to make sure I wasn’t given a petrol F-Pace by mistake, such is its quiet engine, which lacks the truck-like knocking sound that’s typical of diesels, particularly when cold.

That refinement continues when you get going – this big cat purrs rather than roars and road noise is well contained, though you do hear some wind noise around the rear windows.

With output figures of 221kW and 650Nm, you expect some decent shove from the big 3.0-litre inline-six oil burner. It doesn’t disappoint, with that considerable punch – sent through an eight-speed automatic transmission to all four wheels – being sufficient to propel it from a standing start to 100km/h in about 6.4 seconds. Additional oomph is provided by the mild-hybrid technology that collects energy created during braking to provide a power boost wherever you are in the right rev range.

The result is a sprightly and very enjoyable driving experience.

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The F-Pace is one of the better handling big SUVs and it’s only on tight bends that you feel its two-tonne heft, particularly at the back end. Body roll is well contained, which is no small feat considering its 213mm ground clearance, which makes it handy off bitumen too.

Electrically assisted, variable-ratio steering feels direct and provides good communication between the Jaguar’s chunky leather tiller and the front wheels. It feels especially taut and springy when operating in the Dynamic driving mode.

Dynamic mode also tightens the adaptive dampers and firms up the ride for improved handling. While this can feel a little stiff, the suspension (double-wishbone front and integral-link rear) on the whole offers a nice balance between ride comfort and handling, helped by the chunky 255/50 rubber with the kind of generous sidewalls that you don’t often find around 20-inch rims.

The F-Pace is one of the better handling big SUVs and it’s only on tight bends that you feel its two-tonne heft, particularly at the back end.

What is the Jaguar F-Pace D300 like for safety?

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The F-Pace has a five-star ANCAP rating that was awarded in 2017. It has six airbags including two front, front-side, and full-length side curtains as well as seatbelt reminders.

Advanced driver assistance technology includes adaptive cruise control, lane-keeping assist, autonomous emergency braking, blind-spot assist, rear cross-traffic alert and a driver alertness monitor.

You’ll have no excuses for not knowing what’s going on outside the F-Pace, as it now features a Clear Exit Monitor, which alerts both front and rear occupants to the presence of an approaching car or cyclist when exiting the vehicle. Also new are the 360-degree surround-view parking monitor and rear collision alert.

Verdict

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Show me a sedan and SUV that share the same underpinnings and I’ll usually choose the car in a heartbeat. But while I like the Jaguar XF, it’s easy to be taken in by the F-Pace’s beefy sophistication that kind of harks back to the old Jaguar XJS.

It’s pleasing to the eye and even more so to jump in and drive, so I can see why it has been such a global success for the Coventry carmaker.

The turbo-diesel powertrain wouldn’t be the first choice for many but it’s a peach thanks to the additional boost provided by the mild-hybrid system, which makes this an excellent and relatively fuel-efficient luxury tourer.

One caveat I’d put on this is that another update is on the horizon that brings some additional tech and also heralds the return of the ballsy supercharged V8 petrol F-Pace SVR. The changes are worth waiting for, though on the plus side you may soon be able to snag a bargain on this 2021 model.

2021 Jaguar F-Pace R-Dynamic SE D300 specifications

When it comes to options for track days, us Aussies are pretty blessed for choice in terms of options. However, some highway kays might need to be crushed to and from the circuit. There a range of purpose-built venues and driver training centres around the country, in various states and territories, to whet the appetite of any enthusiast.

However, apart from the bigger location around the country like Sydney Motorsport Park, Queensland Raceway, Winton Raceway and Phillip Island for example, there are a host of other options you might not have heard about. Some allow for racing, but if test and tune events or just pure lap times is your jam, then check out these options.

MORGAN PARK – QUEENSLAND

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To those in Queensland this facility isn’t new. Located near Warwick, it’s been around since 1968 with the initial layout just 730 metres long. However, fast forward to modern times and Morgan Park Raceway now offers four track layouts, including the 3.0km ‘Circuit K’ which runs in a clockwise direction and was completed in 2010.

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Operated by the Warwick District Sporting Car Club, Morgan Park has hosted the Shannons Nationals as well as other Queensland-based categories. A full pit building and garages are available, with viewing areas for spectators, too. The main track comprises 11 corners, while Circuit B is 1.2km, Circuit D is 1.5km and Circuit E is 2.1km.

Carnell Raceway is also worth checking out for an even smaller venue.

BASKERVILLE RACEWAY – TASMANIA

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While Symmons Plains gains all the attention because of its Supercars involvement, Baskerville is ideally located in the Hobart suburb of Old Beach and offers just as much of a challenge. Set in a natural amphitheatre, the 2.01km track offers elevation changes, a range of cambered corners and a fast straight to stretch the legs. In 2015 Pepsi Max came on as the naming rights sponsor and in 2017 the track was completely resurfaced.

Opening in 1958, the venue is now operated by Motorsports Tasmania and hosts everything from two- and four-wheel action, including defensive and advanced driver training and off-road courses. Both TCR and S500 raced here in early 2021, but track day events are also available to regular punters. Its close proximity to Hobart also makes accommodation easy.

COLLIE MOTORPLEX – WESTERN AUSTRALIA

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More a motorsport complex than just a race track, the venue consists of a 2.55km ‘long’ track, an eighth-mile drag strip and a purpose-built burnout pad. Situated 200km south east of Perth, it offers those in WA a second option to Wanneroo Raceway, which gains all the limelight because of its Supercars involvement.

Driver training is also offered, while the 2.55km layout includes 13 corners with a cut-through section in the middle to create the short 1.6km layout. Apart from being a regional hub for motorsport, it is located 15 minutes east of Collie, the track’s other claim to fame is being the longest bitumen race track in WA. The more widely known Wanneroo comes in at 2.4km.

LUDDENHAM RACEWAY – NSW

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Luddenham is the newest track on this list, opening in November 2018, and is located in Sydney’s west. The main attraction is the condensed 1.4km track layout that runs in a clockwise direction and stretches to 10 metres wide. There is even more than 20 metres of elevation through the eight corners.

It’s a tight and technical track with plenty of challenging aspect to get right. However, if simply attending a track day is not enough, there is also a go-kart track and a paintball centre. Both cars and bikes use the 1.4km layout, while live timing is included. A 95db noise limit applies.

Another option for Sydneysiders is Pheasant Wood Circuit, which is 1.5 hours south of the state capital in Marulan. Regular open practice track days are available for both tarmac and dirt lovers alike.

BRYANT PARK – VICTORIA

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Known to most, especially MOTOR, as Haunted Hills, Bryant Park is a hill climb venue and not a venue for racing. However, the super challenging, undulating layout isn’t for the faint-hearted and offers an opportunity to test your wares against the stop watch. Run by the Gippsland Car Club, the facility offers multiple layouts run in either a clockwise or anti-clockwise direction.

Other options within Victoria centre on Broadford Track, which is a motorcycle venue that can be used for car testing. The other is located at the Wodonga TAFE and it offers a 1.6km long, 11m wide driver training track.

Two notable mentions within Aus are Mallala Motorsport Park in South Australia (yes, the one that used to hold V8 Supercar events) and Wakefield Park in Goulburn, NSW.