BMW has walked back comments it made about its electric vehicles’ driving range being capped at 600 kilometres – saying that isn’t in fact the case.

At a recent media conference, a company official said the German carmaker was not targeting a 1000km driving range for its EVs, instead aiming for 600km for fully-electric cars (which it has already met) and 100km for plug-in hybrids.

Confusingly, on Monday BMW claimed that was not the case and it will continue to develop vehicles capable of travelling beyond those limits.

“The BMW Group will not stop to further develop the electric range of their battery-electric vehicle portfolio,” a statement issued to Wheels read.

BMW issued the response following comments made by BMW Group electromobility spokesperson Wieland Bruch, who was asked when an electric vehicle with a driving range of 1000km could be expected.

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“One thousand kilometres of [driving] range is not a target we have with our fully-electric cars,” Bruch told Wheels at the time.

“We are aiming for 600 kilometres [of driving range] for our fully-electric cars, and 100 kilometres with our plug-in hybrids in everyday driving.”

The German automaker’s Australian arm would not confirm why the previous comments were made if not true, only saying the fresh statement was to “clarify [its] position”.

While the longest electric-only range in a plug-in hybrid BMW is 86km currently, the company says its 600km target has been met, and it will continue to pursue higher electric vehicle ranges.

“The BMW iX and BMW i4 are the first fully-electric models within the BMW portfolio to allow for a range of around 600km in WLTP and everyday driving. Thereby they fulfil exactly the target range which had been set for their individual market segments,” the statement read.

“The BMW Group will continue pushing the boundaries of all aspects of electric driving. This applies in particular to further increasing ranges and higher charging speeds, depending on the individual model.”

Swedish manufacturer Volvo has quietly debuted a new logo.

The latest iteration of the Iron Mark, first used in 1930, is a flat, 2D design as opposed to the existing logo – which appeared 3D even when presented on a screen, featuring shades to add depth and reflections of light.

Reverting back to its classic design, the new Iron Mark features no intersections of line or text, deleting its centre bar which is a departure from every version of Volvo’s logo since it was first established as a company.

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Representing the element iron and the planet Mars, the Iron Mark is said to embody Volvo’s commitment to strength in its vehicles – all of which will be electric in the near future as the company gears up towards a sustainable future.

While the simple black and white logo is new, we’ve seen Volvo aiming for a more simplified design on the grille of the Concept Recharge – as the badge’s illuminated background and text bridges the gap between the past and future emblems.

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You know how it goes – you’re enjoying your new car, loving life and taking all the happy snaps a new owner does when they bring their toy home.

Suddenly, for whatever reason – fire, hail, a crash – it’s written off. The vehicle you spent your hard-earned on is no longer serviceable and it’s back to the dealers to get a new one.

Although some insurers offer a new replacement car for those which are under 24 months old, this is a hard promise to fulfil with the current shortage of new vehicles due to the semi-conductor crisis, limiting global supply of vehicles.

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What happens from there? WhichCar reached out to a handful of insurers to understand what their process was to try a provide a new vehicle when none are available.

RACQ spokesperson Kirsty Clinton said the process could end up being as simple as a cash settlement, allowing the policyholder to potentially look at the used car market to get around the shortage.

“If a member is entitled to a new car replacement under their car insurance policy and we can’t source an exact replacement of their vehicle, we’ll work with our member on an option that works best for them.

“We’ll discuss with our member the option of an alternative, similar vehicle which is comparable in size, price and meets their needs, alternatively the member could choose instead to take a cash settlement. What we’ve witnessed recently is the majority of members are happy to wait a few months to get their preferred vehicle.”

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A spokesperson from Insurance Group Australia – parent company to NRMA and RACV Insurance – said it would also try to replace the policy holder’s vehicle but would ultimately pay the vehicle’s value if a direct replacement wasn’t available.

“If a customer is involved in an accident and we agree to pay their claim as a total loss, the customer may choose to replace their vehicle with a new one if:

• The customer’s vehicle was purchased as a new or demonstrator vehicle
• The incident we cover happens within the first two years for NRMA Insurance Comprehensive policies, or within the first 36 months for RACV Complete Care policies, from when the customer first registered their vehicle
• And the customer’s vehicle tare weight is less than 2.5 tonnes.

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The semi-conductor shortage is affecting the worldwide automotive and consumer goods industry, forcing many manufacturers to idle their factories while waiting for chips to arrive.

While Australia wasn’t initially impacted by the shortage, we are starting to feel the effects of it as a number of major manufacturers such as Toyota, Volkswagen, Subaru and others have confirmed delays extending into 2022 on a range of models.

German automotive manufacturer Daimler has taken a 33 per cent stake in battery cell manufacturer Automotive Cells Company.

The parent company to Mercedes-Benz, Daimler’s deal will see its electric vehicles of the future supplied with batteries from Automotive Cells Company (ACC), a business first founded by automotive conglomerate Stellantis together with oil giant TotalEnergies.

Each partner will hold a 33 per cent stake in ACC, with Mercedes-Benz benefitting from the former’s batteries while providing its knowledge on technology and production.

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Aiming to achieve at least 120 gigawatt hours of cell capacity by the end of the decade, CEO of Daimler AG and Mercedes-Benz AG Ola Källenius said the partnership will accelerate the company’s move towards EVs.

“Mercedes-Benz pursues a very ambitious transformation plan and this investment marks a strategic milestone on our path to CO2 neutrality,” said Källenius.

“Together with ACC, we will develop and efficiently produce battery cells and modules in Europe – tailor-made to the specific Mercedes-Benz requirements. This new partnership allows us to secure supply, to take advantage of economies of scale, and to provide our customers with superior battery technology.

“On top of that, we can help to ensure that Europe remains at the heart of the auto industry – even in an electric era. With Mercedes-Benz as a new partner, ACC aims to more than double capacity at its European sites to support Europe’s industrial competitiveness in the design and manufacturing of battery cells.”

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ACC will begin to supply Mercedes-Benz with its high-performance batteries from the middle of the decade, coinciding with the automotive company launching only electric cars from 2025.

Mercedes-Benz is one of many German manufacturers to commit to EVs, having announced it will end production of internal combustion engined vehicles for Europe by 2030, five years ahead of the European Union’s target of 2035.

While it’s still uncertain what impact Jaguar’s commitment to focus entirely on electric vehicles from 2025 will have on its XF luxury sedan, it’s likely this will be the last model to come with pistons.

Coventry has already made its BMW 5-Series rival greener, ditching the supercharged V6 petrol and twin-turbo V6 diesel powertrains to make it a four-pot-only affair with the P300 2.0-litre four-cylinder Ingenium petrol engine power and a mild-hybrid diesel, though the latter isn’t available here in the XF but can be had in an F-Pace.

This has seen the local XF range whittled down from 15 variants to just one, the Jaguar XF R-Dynamic HSE P300 AWD, which may well be the big sedan’s swansong model here. If that is the case, it will be going out in style.

What is the Jaguar XF like to live with?

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Pricing starts at a hefty $102,376 before on-roads, and our test vehicle comes with extra-cost options. These include adaptive suspension and configurable driving dynamics, a panoramic sunroof, head-up display, clear-sight (digital) rear-view mirror, privacy glass, boot lid spoiler, wireless phone charger and a leisure activity key that you wear like a smartwatch, all of which takes the price to $114,146.

Apart from the revised grille and bumpers, plus new LED headlights, there aren’t too many external differences over the 2020 model, the current generation’s second upgrade mostly focused on its innards to result in all-new crisp and clutter-free cabin design that gives the Audi A6 a run for its money.

At its heart is the 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 menu and now mandatory Apple CarPlay/Android Auto connectivity.

This is complemented by a 12.3-inch fully-configurable gauge cluster in front of the driver that features 3D mapping and also shows navigation directions.

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The local XF range whittled down from 15 variants to just one, the XF R-Dynamic HSE P300 AWD, which may well be the sedan’s swansong model. If that is the case, it will be going out in style.

Interior fit and finish is excellent, and I like the multi-purpose air-conditioning dials and pop-up drive mode switch that you see in its Land Rover cousins. Jaguar has also done away with the divisive rotary gear shifter in favour of an electronic lever that requires you to push a button when selecting gears. It looks better but can be a little fiddly, especially when nudging back and forth in tight parking spots.

Other standard technology includes active road noise cancellation, surround-view camera and driver condition monitor, along with low-speed autonomous emergency braking, lane-departure warning, active blind-spot assist and auto parking.

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The cabin is a nice place to be, particularly up front where both seats have 16-way power settings, though curiously there is none of the seat heating or ventilation you’d expect in this price range.

Featureless back seats also belie the six-figure price tag, with amenities limited to a 12V socket, air vents and fold-down centre armrest with cupholders. The seats themselves feel a little too firm, but the broad cushion provides good bum and under-thigh support. Legroom is okay but headroom is a little tight for taller types, even without the optional sunroof.

The XF wins more points for its 459-litre boot space, which is about the average size for a sedan this size in terms of volume but offers a decent 1200mm between the seatbacks and boot lip.

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The 2.0-litre petrol turbocharged engine has an official combined fuel consumption is 7.2 litres of premium unleaded petrol (95 or 98RON) per 100km, though that blew out to about 10L/100km in real-world conditions, which included a mix of urban and freeway driving.

Service intervals are … well Jaguar doesn’t have set 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 maintenance plan that for $1905 covers the 2.0-litre XF for all services done in the first five years or 102,000km.

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

What is the Jaguar XF like to drive?

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The XF P300 is in its element when cruising, the 2.0-litre engine producing 221kW and 400Nm paired with an eight-speed automatic transmission and all-wheel-drive system.

It’s capable of pulling the 1819kg luxury sedan from 0-100km/h in 6.1 seconds, but isn’t as punchy off the mark as I hoped. With peak power reached at 5500rpm, it has good mid-range acceleration and that helps with overtaking.

The powertrain feels refined, though when you press the start button the initial high-revs create quite a racket that’s rather unbecoming for a car like this. But once the engine warms and the idling slows it’s very quiet, with minimal engine noise the move, helped by excellent soundproofing that includes active noise cancellation.

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The XF P300 is in its element when cruising, the 221kW 2.0-litre engine paired with an eight-speed automatic transmission and all-wheel-drive system.

The downside of a big cat that prefers to purr than roar is the lack of a smile-inducing engine note when you put the foot down, though if you have a soul you’ll likely be keeping your eardrums greased with the 400W 13-speaker Meridian sound system that’s part of the standard kit.

Regardless of powertrain, you expect a big Jag to ride and handle well and to this end, the XF doesn’t disappoint. It corners with poise thanks to a taut chassis with double-wishbone front and multi-link rear suspension, and its already supple ride is further ironed out with the optional adaptive dampers fitted to our car.

The electrically assisted steering feels sharp and fluid, provides good communication with the road, and is surprisingly direct for a car this size.

What is the Jaguar XF like for safety?

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The second-generation XF has a five-star ANCAP rating that was awarded in February 2016.

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, low-speed autonomous emergency braking, blind-spot assist, rear cross-traffic alert and driver alert monitor.

You’ll have no excuses for not knowing what’s going on outside the XF, which now features a Clear Exit Monitor that alerts both front and rear occupants to the presence of an approaching car or cyclist when exiting the vehicle.

Also new is the 360-degree, surround-view parking monitor, rear-collision alert and ‘ClearSight’ electronic ‘mirror’ that uses a camera mounted on the roof to provide an unimpeded rear-view image – if you prefer using the standard mirror you can turn the camera feed off and on.

The verdict

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While the four-cylinder engine won’t satisfy the purists, there is a lot to like about the revised XF. It embodies the sporty sophistication associated with Jaguar and while it doesn’t set the world on fire when putting the foot down, it’s enjoyable enough for me to seek any reason to take it for a spin.

If this is the final XF as we know it, then it’s fair to say that as an overall package Jaguar has left its best til last. However, I don’t think that will be enough to sway buyers from the bigger-selling F-Pace SUV, which shares its interior and underpinnings.

2021 Jaguar XF R-Dynamic HSE P300 AWD specifications

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Got something on your mind, or a question that needs answering? Then get on your soap box and send us a letter!

Each month we award the best letter with a 12-month subscription to MOTOR magazine, while all of the honourable mentions get published for the world to read.

The magazine subscription for this month is going to be awarded to the reader who writes in with their most shameful ‘Now watch this!’ moment behind the wheel. We’ve all had them, but if you think yours can’t be topped, we want to hear it!

So go on, send us a rant, a story or just your thoughts, to [email protected], you know you want to.

Here’s what your fellow MOTOR fans had to say this month!

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Credit where credit is due

In the mid-1990s, while interviewing Giugiaro on the Fiat Panda, we got talking about the Miura. After a short conversation in which Gandini’s name was mentioned, George suddenly got up and said, “follow me”.

We went into the next door office, which turned out to be his drawing room, one I’d never seen before. From a series of drafting cabinets he pulled out one of the wide drawers to reveal his original drawings for the Miura. All dated and signed by Giugiaro.

He explained that the design was virtually finished when he left Bertone. All Gandini did was to add bits like the eyebrows above and below the headlights.

A year or so later he agreed to let me photograph the drawings to illustrate the story I proposed on the design origins of the Miura. The day before I was expected at Italdesign his PR person rang to say he decided not to go ahead because he didn’t want to upset Nuccio Bertone.

If you look at Giugiaro’s Fiat 850 Spider you can see the beginnings of the Miura profile.

Peter Robinson, via Email

Thanks for that fascinating insight, Peter. There’s usually a very good reason behind things seeming too good to be true. – Ed

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Sound logic

I’m a 14-year-old car enthusiast and have loved cars since before I could speak. I hope to one day get a job in the car industry and even own something worthy of the pages of your magazine!

I am so excited about the future of cars. In the next few years alongside petrol engines, we could have hybrid, fully electric, hydrogen and even biofuel powered supercars.

When electric cars first came out the noise was so boring and quiet that no one thought it could replace the roar of a naturally aspirated engine but hearing the manic whooshes, whirrs and screams of some of the latest electric hypercars and race cars makes me so excited. Could this be the sound for the next generation of car enthusiasts?

I think it’s amazing how a brand like Rimac, which has been founded in my life time, has gone from installing electric motors in old BMWs to now owning one of the world’s oldest and most prestigious supercar brands and producing electric drivetrains and motors for practically every new electric car out there!

Keep up the great mag, I’m loving the new cleaner cover designs, new features and awesome reviews!!!

Ben, via Email

Cheers, Ben. Can I confide in you a recurring nightmare I have? It’s of playing our grandchildren the sounds of a Lambo V12, a Lexus V10 or a Ferrari V8 whereupon they recoil and say, “You thought that was a nice noise, granddad? It’s a bloody awful racket. Make it stop.” – Ed

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A question of some import

Can someone please explain the current regulations around importing sports cars from overseas to me? It used to be fairly easy to figure out when we had the old SEVS list of cars that were valid for import and those that weren’t.

However, now that that’s been ditched, I can’t even begin to understand whether I can legally import and road register certain cars. It’d be a costly exercise to get wrong, that’s for sure.

Alan Miller, via Email

Have you been reading our minds, Alan? An explainer is in the works for us that hopefully makes very clear what hoops you’ll need to jump through in order to ship something into Australia. – Ed

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Cardi Begone?

It seems as if the proposed Cardinia Motorsport Complex has hit the skids already. It’s a bit of a common theme that there’s a bad news story concerning Aussie race tracks almost every month, but as a resident of Pakenham, this one really hits home. The prospect of a world-class venue right on my doorstep was something that has had me beyond stoked this last year but to hear that the developers of the circuit have decided to withdraw their services is so frustrating.

Usually it’s legislative red tape that holds things like this up, but maybe in this case it’s something as simple as coming up with the dollars and cents to get the project over the line. Perhaps it’s an opportunity for someone like Lindsay Fox to lend his weight to the project and create Melbourne metro’s finest motorsport campus? It has to go ahead.

Manish Kahleel, Pakenham VIC

It’s not ideal, Manish, but more often than not, the red tape is a far bigger impediment to projects like these getting up than securing funding. Cardinia Council is fully behind the plans for the circuit, so we remain optimistic. Whether or not it’s in the right place is a whole different matter. – Ed

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Torque to the hand

I’ve been told that horsepower and torque cross at 5252rpm when plotted on a chart, but when I looked at a dyno chart for my car, a Porsche Cayman GT4, they cross at over 6000rpm. Why is that? Is Porsche bending the laws of physics?

Brian Teale, via Email

Easy answer to that one, Brian. It’s because that rule only applies when the torque and the power figures on the graph’s y-axis are equal and aligned. The figures would indeed cross at 5252rpm if the units were aligned and imperial units like horsepower and lb/ft were used.

Switch to metric units and the crossing point would be at 9549rpm, given that kilowatts are Newton metres multiplied by rpm divided by 9549. Even in a Cayman GT4, revving north of nine grand isn’t happening. – Ed

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The Pug life chose me

I’m looking to buy a coupe but I wonder whether I’m looking for the impossible. I don’t want something that you see every day like an Audi TT or a BMW 2 Series. However, I don’t want something that’s unpopular for a good reason.

The car that has me intrigued is the Peugeot RCZ-R. I’ve never driven one before but I love the look of it and with 199kW and a kerb weight of 1355kg it’s surely going to be pretty lively. I also really love the styling and think the lines are going to age quite well.

Back in the day they were very expensive but I’ve seen low kilometre used ones going for $40,000. Would you be tempted?

Jonathan Luckens, Port Kembla

The RCZ-R charged to a surprise fourth place at 2014 PCOTY, so it’s no duffer. You have to put up with a few impracticalities, but if you’re after a coupe that usually comes with the territory.

If you’re after a hot French coupe in this sector, it’s hard to look past the Megane RS 265 Cup, which can be had for little over half the price of the Pug, are easier to live with and offer a far wider selection from which to choose.

Given that you’re looking for a degree of exclusivity though, paying for the Peugeot may well be worthwhile, especially as they’ll only get rarer and may well attain a collectible cachet – Ed.

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Specs ‘n effects

I was interested to read Scott Newman’s column on how motorsport is all the better when there is a degree of randomness or unpredictability brought about by the regulations and can’t help but think F1 is moving in the opposite direction. This year’s regulations attempted to iron out the point of difference between high and low rake designs.

From what I hear, the 2022 regs are more stringent than ever before, with a highly prescriptive front and rear wings and strict regulations around brake cooling, wheel covers and so on.

Is F1 in danger of becoming just another spec formula?

Tom Noonan, via Email

If we’ve learned anything from F1 this season it’s that trying to predict anything about the racing is pretty damn tricky. If that continues next year, we’re set for even more great racing. – Ed

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If you’re new to it, Twitter can be a bit of a cesspit.

In fact, all of social media can be a bit of a mega-sewer of hot takes and megaphones for grifters. I know plenty of people who took one look at it and thought: “Nope, this isn’t for me.”

But like anything on the internet, there are plenty of places for people to go where nobody is shouting at each other, which are instead full of wonders and delights you never thought could exist.

(Hint: Do not get involved in Golf GTI Twitter, especially if you have ever looked even briefly at another hot hatch and have an opinion.)

Like all good communities with a genuine love of a thing and a respect for the people who are of the same mind, this community doesn’t care where you’re from, who you are or even what you drive. As long as you have a sense of humour and you’re not going out of your way to be unpleasant, you’re in.

So we thought in this fractious social media environment we’d take you on a whistle stop tour of some of the best and brightest Weird car Twitter accounts. Of course, this isn’t an exhaustive list, so if you know of some more good ones, leave us a comment and we’ll do a follow-up of reader finds.

Doug DeMuro

Now this is a bit of an obvious one, but Doug DeMuro is a Twitter car favourite. An influencer for all the right reasons, Doug loves to talk about anything on four (or occasionally, one imagines, three) wheels.

Doug’s cheery, funny YouTube videos are the stuff of legend, and he’s managed to turn his love of cars into a business called Cars and Bids.

His Twitter feed is a mix of gentle self-promotion, reader finds and cars listed on his auction site.

What’s great about his schtick is that even if a car is terrible he can, and will, find its redeeming features, and isn’t afraid to say what’s what – all the while failing to be smug and irritating. Some weeks a theme develops, like a recent run of Kombi variants.

Fundamentally, Doug knows he’s got one of the best jobs in the world and he makes sure you’re having as much fun as he is.

Matt Farah

Matt Farah also knows he has the best job in the world and occasionally is a bit smug about it. What he isn’t short of is an opinion, however, and his entertaining range of podcasts and videos will mostly make you laugh and occasionally enrage you (in a good way).

Matt also offers some hard advice for those caught up in the current misty-eyed nostalgia for cars that probably aren’t as good as they’re cracked up to be (I’d love to talk to him about the breathless nonsense that accompanies the E39 M5) and here he is dumping on the beloved E30 M3 (below).

He’s not here to agree with you and loves to get amongst it with his followers and if you’re not a jerk, you can have a fun chat with him.

Midnight Dorifto

Midnight Dorifto was an account I had not come across, but my boss said I had to include it. And he was right to do so. From wry observations about cars they’ve seen while out and about, to some beautifully made videos and lovely writing about anything from a Buick to a Bentley, you’d have to be made of stone not to find something you like in this feed.

And it’s not just stuff that rolled out of the factory weird. Before I saw this account, I had never heard of the Japanese lowrider scene and yet here we are.

So if you like plenty of variety, this one’s for you. And if I may say so, this is a catastrophically unappreciated account.

The Late Brake Show

Jonny Smith is one of my absolute favourites. I used to read his work in CAR Magazine and was thrilled when he popped up on Fifth Gear offering an antidote to Tiff and Jason’s hairy-chested Top Gear hangover – and he isn’t the slightest bit interested in going sideways. He’s an enthusiastic appreciator of cars, a bit like DeMuro without the excessive height.

A car modder himself, Jonny has built an EV Enfield – the Flux Capacitor with 800 horsepower. From that you might imagine he is up for anything and he absolutely is, but his many videos on EV conversions of classics are fantastic.

But just because he likes EVs, it doesn’t make him an Elon Muskovite, because he still loves a bit of ICE action too. On top of all that, The Late Brake Show runs outdoor car events because, you know, the UK is allowed out of the house to look at things.

Jonny also does a podcast with Richard Porter of Sniff Petrol and Top Gear fame called Smith and Sniff.

Sh*tty Car Mods

Some accounts are just gold top to bottom. This account delves the depths to find some truly horrific stuff I’m sure is not just meant to amuse, but to trigger that “well at least they tried” impulse we all have about cars.

Some of them are, obviously, outright dangerous – but some are so bad they’re good, like this Twingo the account retweeted.

This one never fails to get a laugh and it’s often just what I need to lift me from a bad mood.

Rockstars Cars

Who doesn’t love a niche that intersects cars with rock stars? This account scours Twitter for posts about rock stars – let’s face it, most of them are from the 70s and 80s – and pretty much brings you the best and weirdest.

It does exactly what it says on the tin, as well as being unashamedly nostalgic.

The Car Factoids

If you like British cars, this one is up your Union Jack-adorned alley, so to speak. Every day you will learn more than one new thing you never knew about British cars, and see some stuff you’ve not clapped eyes on for decades.

Crap Car Collective

Despite the name, there are some real gems in this feed and that’s fine by me. I am a vigorous defender of those who love crap cars, because you can’t help what kind of abomination you fall in love with (my guilty pleasures are Alfas and Peugeots).

Anyway, this account has a smattering of crap, but is mostly an homage to the odd, rare and those of receding numbers on British and Irish roads. Alfas, Peugeots, oddball VWs, old British tat or occasionally historic Korean (below).

Lewis Kingston

Lewis is a bit like our own Ben Zachariah, trawling eBay and whatever else for a bargain, and knowing exactly how much he should be paying for whatever it is he’s found – and not a penny more. He’s also fond of nonsense, such as the Bleachers ECV, as well as various modern classics which seem to drift on and off of his driveway over time.

Also a solid chap who’s up for a chat.

Weird Car Tweets

Not as weird as the title suggest, but another loving, low-drama account for those who “appreciate the weird cars that are under appreciated in everyday life”. It’s a cheery mix of other folks’ feeds and internet finds people like you and me just don’t have time to unearth ourselves.

Hub Nut Vids

This is an ordinary bloke who just loves cars. Ian buys all sorts of cars – including a Proton for about $100 – then plays around and has some fun. He’s perhaps most famous here for importing an AU Falcon called Betty he thoroughly abused on a trip around New Zealand. His Twitter feed is just a whole load of fun.

Gran Tori-smo 4

Victoria loves her van and is a freelance journalist for a whole load of websites you’ve heard of. She’s getting around in her van and taking some frankly sensational photos – both of cars and what she sees along the way. She unearths some serious gems on her travels, and that alone is worth the price of admission – which given it’s free, that’s pretty good.

Obviously this isn’t an exhaustive list and there’s a lot more out there.

If you’ve got a good one, let us know in the comments.

Australian new-car buyers could soon be spoilt for choice, with new evidence suggesting Dacia is gearing up for a local launch in the future.

Trademark filings uncovered by Wheels show the business names Dacia Australia and Automobile Dacia Australia have been registered by Renault Vehicle Distributors Australia.

As part of Ateco Group – the company responsible for importing Ram, LDV, and Maserati vehicles – RVDA took over responsibility of importing Renaults from April 2021, and with it, the rights to Alpine and Dacia.

While Alpine is now the performance division for French manufacturer Renault, taking the place of Renault Sport in May, Dacia is the company’s cut-price car brand. It has been gaining fans in Europe for its fun and value-for-money line-up, including former Top Gear host James May.

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Romania-built Dacia vehicles are already sold in similar right-hand-drive markets such as New Zealand and South Africa, where they’re sold with a Renault badge. However, the trademark filings help to solidify industry rumours of the Dacia brand being offered in Australia as a new manufacturer.

As Ateco has yet to formally confirm its future in Australia, it’s not known whether Dacia will share showroom space with Renault dealerships throughout the country or if its models will be offered online to help keep costs low.

There’s no indication yet of which cars we can expect if the regulatory hurdles are overcome, but given half of Dacia’s current line-up is ageing – and Europe’s hardline push for zero-emission vehicles – it’s possible the carmaker could be positioned as a cut-price electric vehicle brand to compete against Cupra.

Electric propulsion and motorsport are contentious topics for hardcore punters. Usually, fans of the latter would prefer both remain mutually exclusive, but what if there was another way? Enter Pure ETCR, a category that professes to harness non-ICE propulsion to, ahem, electrify on-track racing.

Of course, technology such as hydrogen-powered generators that emit only water and using ships as the sole mode of international travel is all part of the ‘green’ back story, too. However, it’s the rallycross-style race formats, the use of permanent circuits and easily identifiable touring cars charged with mega power that should make you take an interest.

Pure ETCR isn’t the only racing series to go electric. Formula E, which has attracted strong manufacturer support in the past, is the FIA’s EV darling. However, other categories like Extreme E and World RX (as well as hybrid WRC cars) are all seeking the limelight.

So, let’s dive underneath the surface to see what’s what with Pure ETCR.

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The cars

They’re actually very cool. While TCR cars gain wings, bulging arches and oversized diffusers, the electrified versions take those elements up a few notches. For now only three cars/manufacturers are along for the ride, those being the Hyundai Veloster N ETCR, Cupra Leon ETCR and the Alfa Romeo Giulia ETCR.

All three racers are rear-wheel drive with electronic torque vectoring on the rear axle. Propulsion is via four electric motors that gain juice from a 65kWh battery pack. Given the high-intensity discharge ETCR is going for in the name of speed, range is just 40km.

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However, the power and torque outputs are what will make you pay attention. They come in at a maximum of 500kW and 960Nm. The reason it’s stated as a maximum figure is because, depending on the track layout, drivers will be able to deploy a timed push-to-pass, bulking up the standard 300kW to the headline count. That’s one hell of an extra shove in the back.

Despite weighing in at 1575kg, the Pure ETCR cars blast to 100km/h in 3.2 seconds before going on to a top speed of 270km/h. Yet, it’s not all about straight-line speed. While the battery tips the scales at 500kg (and is supplied to all teams from Williams Advanced Engineering), it is bolted to the subframe and is centrally mounted for better weight distribution.

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Teams are free to build a bespoke chassis around that of the road car’s shell, but the Magelec electric gubbins and Williams battery are standardised for the category. So are the Goodyear tyres. They’re treaded, only come in one compound and are to be used in all weather and track conditions.

While the range is meagre, the batteries can be charged from 10 per cent to 90 per cent full in less than an hour. The ETCR racers also utilise regenerative braking and each brand has its own cooling system to optimise racing temperatures.

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The drivers

Pure ETCR has attracted top-flight racers from around the world. And from championships like WTCR and DTM to highlight a few. What’s more is that there is more than one title holder in the mix. Each of the three two-car teams has four drivers.

Romeo Ferraris enlists the services of Philipp Eng, Luca Filippi, Oliver Webb and Rodrigo Baptista. Hyundai Motorsport N has Jean-Karl Vernay, Augusto Farfus, John Filippi and Tom Chilton on its books. Cupra X Zengo Motorsport consists of Daniel Nagy, Gordi Gene, Mikel Azcona and Mattias Ekstrom.

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The format

While you must admire how bold Pure ETCR is being with the racing, it’s not the easiest to explain. And race distances are hampered by the limited electric range, so the lap count for battles never exceeds five.

There is no traditional qualifying to determine grid positions, with the drivers drawn at random to enter one of two pools that remain separate for the weekend. Round 1 consists of a pair of three-car battles in each pool with the winners facing off in Round 2 – the third-place finishers do the same.

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On Day 2, a time trial makes up Round 3 and that sets the starting order for the SuperFinals which end the weekend. To be crowned King or Queen a driver must amass the most points throughout all the rounds and finals (time trial not included). The prize for doing so is literally a crown…

The idea is to keep the racing as fast-paced and action-packed as possible. Think rallycross and you’re on the money. And despite the small fields, the racing is close and fierce. Check out the Pure ETCR YouTube channel for a taste of all the action. It’s certainly not a procession and the drivers aren’t afraid to rub panels.

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The ethos

What is Pure ETCR trying to achieve? Apart from focusing on electric performance, other measures are being taken to amp up the ‘green’ side of the category. Hence the charging stations are powered by water-emitting hydrogen units, initial rounds are Europe-centric to cut travel emissions and the tyres are standardised to cull waste.

According to the organisers, it’s a way of making motorsport sustainable without losing the excitement fans crave. Pure ETCR is the first multi-brand electric touring car series and the technology going into the race cars should filter down onto the marker. Surprisingly, it’s trying to tap into the ‘win on Sunday, sell on Monday’ mentality that was so prevalent in categories past.

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The age of electrification is unlikely to kill the traditional Mercedes-AMG roadster, a company executive has said.

The brand’s chief operating officer Markus Schäfer claims the emotional experience of a cabriolet will triumph over any hurdles facing the body style.

In an interview with Top Gear, Schäfer, who is also responsible for the development of Mercedes-Benz vehicles, said a rapid drop in cabriolet sales doesn’t help build the case for an electric version – in addition to the added quirks of the powertrain.

“It’s not that easy to build a good-looking electric cabriolet, and we have to recognise that the demand for roadsters and cabriolets is declining,” he said.

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The significance of the populous Chinese market is also important in the development of new vehicles, with Schäfer telling the publication: “China is not a cabriolet market and there are less buyers in Europe compared to some years ago. But I think it’s [still] a very attractive product and an emotional product that builds the brand.”

While any potential electric AMG roadster might not have the same vocal character as the GT C or the soon-to-be-revealed SL, the body style is a hallmark of the brand – even as it begins transitioning to electric power, according to Schäfer.

“We have to put our thinking caps on and engineer an EV in the form of a roadster,” he added.

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“When you think about AMG and turning AMG into an electric brand, we will definitely think about a cabriolet as well.”

Despite falling short of an official confirmation for a new electric AMG roadster, it is clear the firm is happy to continue considering a range of traditional body types propelled by electric power – even as many manufacturers begin focusing on more popular styles, such as SUVs.

The three-box sedan might not have the same fate as the cabriolet, however, with Mercedes’ chief designer recently claiming the classic sedan shape with an EV battery “looks s**t.”