The federal government has narrowed down proposals for its New Vehicle Efficiency Standard (NVES) aimed at improving the choice of efficient vehicles and cutting emissions in Australia.

Details are not yet finalised, but the Albanese government’s preferred plan follows the lead of federal United States policy – and aims to catch up by 2028. The government claims that the average vehicle sold in the US is already 20 per cent more fuel efficient than that of Australia.

The proposed standard will apply to sales of new passenger and light commercial vehicles and, similar to Europe’s arrangement, manufacturers will have to balance emissions across the range, meaning the sale of a Yaris hybrid may offset a polluting LandCruiser, in Toyota’s case.

The NVES is expected to come into effect from 1 January 2025. The second round of consultation is open now and feedback will be accepted until 11:59 pm on 4 March 2024 [↗].

“A fuel efficiency standard will benefit all Australians – no matter what type of new car they are buying”

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According to the government, the NVES should improve choice, lower transport emissions by a lofty 60 per cent over five years, and reduce individual’s fuel costs by up to $1000 per year.

The government seems particularly interested in US legislation and has not mentioned New Zealand’s Clean Car Discount – colloquially known as the ‘ute tax’ – or Europe’s controversial move to ban sales of combustion-engined vehicles by 2035.

However, the latest US policy (announced in March 2023) is less concerned with overall CO₂ emissions, and more interested in rare earth mineral sourcing as well as bringing manufacturers to its shores by offering cash incentives for locally-assembled efficient vehicles, something that’s entirely irrelevant to Australia.

Still, the sentiment to incentivise manufacturers to sell less polluting cars such as electric vehicles, efficient petrol and diesel models, and hybrids, has been generally welcomed by the industry.

“Because of a lack of action on an efficiency standard, Australian families are paying around $1000 a year more than they need to be for their annual fuel bill”, said the minister for climate change and energy Chris Bowen.

“We’re giving Australians more choice to spend less on petrol, by catching up with the US – this will save Australian motorists $100bn in fuel costs to 2050.

“This is about ensuring Australian families and businesses can choose the latest and most efficient cars and utes, whether they’re petrol and diesel engines, or hybrid, or electric”, he said.

“The standard increases choice. It doesn’t dictate what sort of car or ute people can buy, but will mean you have a wider range of modern and cheaper to run vehicles”, said minister for infrastructure, transport, regional development and local government Catherine King.

“As you make the choice about your next car, it’s only fair you have the widest range of options possible to get the car that is right for you and right for your hip pocket”, she said.

“We are concerned that this policy goes too far too fast and that consumers will be the big losers, as will the local automotive businesses”

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The industry reacts

One of the most vocal supporters of a progressive fuel efficiency standard is the EV Council’s chief executive Behyad Jafari.

“Because previous federal governments failed to introduce New Vehicle Efficiency Standards, some car manufacturers have treated Australia as a dumping ground for their most inefficient models”, he said.

“This announcement from the federal government, when legislated, will give Australians a greater choice for the cars they want and put money back in their pockets through lower fuel bills.

“By bringing Australia into line with the US and Europe, car manufacturers will now be incentivised to offer Australians their best zero and low emission vehicles. Motorists will still have the choice to buy what they want, but they will be offered much better options to choose from.”

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Not all received the news so positively, with Federal Chamber of Automobile Industries chief executive Tony Weber questioning the achievability of the government’s proposed standards.

“On the surface, the targets seeking a 60 per cent improvement in emissions are very ambitious, and it will be a challenge to see if they are achievable taking into account the total cost of ownership.

“The preferred option suggests that Australia considers adopting the type of targets that are currently in place in the United States. The targets in that country are supported by significant financial incentives yet the discussion paper makes no reference to any additional incentives to support the uptake of low emission vehicles.

“There is a great deal of further analysis to do and we look forward to continuing to work with the Government on the development of a standard that is right for Australia and supports Australian consumers”, added Mr Weber. His concerns were echoed by Australian Automotive Dealer Assosciation (AADA) CEO James Voortman, who thinks the changes happening are “too far, too fast”.

“On the surface this is an incredibly ambitious target which will be difficult to achieve especially for utes and large SUVs… This could have consequences for affordability and vehicle choice,” he said.

“Other countries have reduced new vehicle emissions over a much longer time frame, with credits built into their standards. They have also offered generous incentives universally available for consumers to buy low emissions vehicles – the Government’s preferred option could not be more different.

“We are concerned that this policy goes too far too fast and that consumers will be the big losers, as will the local automotive businesses… We will study this impact statement to understand the findings and consult with our members, Australia’s more than 3,000 new car Dealers.”

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Meanwhile, the Climate Council has encouraged the government to do as much as possible to clean up Australia’s transport.

“Today’s important announcement gets us off the starter’s grid and on the road to cheaper, cleaner transport.

“Many Australians are doing it tough right now, with petrol one of the expenses causing the most financial stress for households. At the same time, pollution from inefficient petrol-guzzling cars is fuelling harmful climate change”, said CEO Amanda Mackenzie.

“A fuel efficiency standard will benefit all Australians – no matter what type of new car they are buying.

“Aussie drivers who have long commutes from our suburbs and regions are hurt the most by high and rising petrol bills. This means they’ll also see the biggest benefits from getting access to a wider range of affordable lower and zero emissions vehicles that are cheaper to run”, said climate councillor and energy expert Greg Bourne.

Not everyone can afford a proper Lamborghini Aventador, so why not build your own?

In the automotive world, Honda is known for exceptional reliability and durability, with particular performance models reaching cult status amongst enthusiasts. However, they’ll never quite strike the eye of the beholder like a Lamborghini…. Or could they?

One particular YouTuber, Magneto 11, has released an interesting car-build video [↗], featuring a forlorn, filthy Honda Civic sedan with crash damage. What’s so interesting about this Honda?

Considering that the bread-and-butter drivetrain of the Civic is intact, the vlogger decided it was prime for being used as a conversion vehicle – in this case, a home-made Lamborghini.

In an amazing feat of backyard engineering, with essentially no PPE or safety measures employed, and the help of an angle grinder, the Civic is relieved of its body, leaving only the stock drivetrain, floor and essential structure of the vehicle intact.

Next up, a surprisingly well-constructed fibreglass body, based on the appearance of a Lamborghini Aventador is fitted to what’s left of the Civic, with custom headlights and tail lights.

For rubber to road, some choice chrome-finished wheels are fitted, with low profile tyres. The interior begins to take shape, with a custom Lamborghini-esque dashboard design, including a touchscreen display, complemented by a… unique… black and yellow seat trim design. The rear seat has been retained, but it looks to require some unnatural flexibility from any potential passengers.

This project just goes to show, with time and effort, anything can be achieved!

Check out the video here, and tell us your thoughts on this backyard job below.

The Toyota HiAce has consistently been the commercial van of choice in Australia, celebrated for its steadfast reliability.

It has served as the preferred mode of transport for couriers, electricians, movers, and those ferrying larger groups for more than five decades.

Next time you receive a package, there’s a good chance it will be delivered from the back of a battle-tested HiAce parked in your driveway. Much like the HiLux, its nearly indestructible counterpart, the HiAce is considered a wise purchase.

With its sixth generation debuting in 2019, marking the first significant refresh in 15 years, the HiAce unveiled a new semi-bonneted, more streamlined design, moving away from its iconic boxy look.

Now, let’s delve into what makes the HiAce a leader in its class in Australia.

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Pricing and features

The HiAce lineup kicks off at $48,886 before on-road expenses for the liftback version equipped with a manual gearbox. The Super Long Wheel Base (SLWB) version comes in at $59,446 as the third variant offering in the line-up.

Opting for a barn door –the latest addition to the HiAce range– you’ll pay an extra $750.

Available in a single 2.8L Turbo Diesel automatic offering, the SLWB takes space to the next level boasting 9.3 cubic meters of loadspace volume, while the total cargo space in a standard LWB model is 6.2 cubic meters.

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The SLWB Van offers the following standard features: 16-inch steel wheels with a full size spare, an 8-inch colour touchscreen, six speakers, leather-accented steering wheel and overhead console storage.

White is the only exterior colour available across the range.

The SLWB model has dimensions of 5915mm in length, 1950mm in width, and 2280mm in height, with a wheelbase measuring 3860mm.

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The front compartment, designed for two occupants, features rubber floor mats, fabric seats and a steering wheel accented with leather that includes multiple functions. Following the most recent update, the driver’s seat now comes equipped with electric lumbar support.

While the HiAce’s metal floors, wooden wall linings, and the absence of a cargo divider might lend it a somewhat basic appearance, it’s important to note that owners typically like the opportunity to customise the van to their specific needs.

Safety

The Toyota HiAce was stamped with a five-star ANCAP safety rating in 2019.

In crash safety evaluations, the HiAce received an impressive 94 percent in adult occupant protection and 88 percent in child occupant protection.

The HiAce LWB comes packed with standard safety features via the Toyota Safety Sense suite of features including pre-collision safety system, lane departure alert, auto high beam and road sign assist.

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Furthermore you’ll get necessities such as a reverse camera, front and rear parking sensors and blind spot monitors.

Your new HiAce also comes with a year complimentary access to Toyota Connected Services which includes SOS Emergency Call, Automatic Collision Notification and Stolen Vehicle Tracking.

Key rivals

In the commercial van landscape, there are a few super long/extra long van examples on Australia’s roads.

Others competing for market share are:

• Volkswagen Transporter
• Ford Transit
• Mercedes-Benz Sprinter
• Renault Master

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Should I put it on my shortlist?

With the 2024 Toyota HiAce SLWB Toyota has demonstrated its capability to outshine the European van market and has achieved success in doing so.

The HiAce is backed by its strong resale value, a robust five-year warranty, and fixed price servicing for the warranty timeframe. Essentially, the HiAce SLWB offers considerable value for the investment.

It’s no secret that the successor to Porsche’s 718 Cayman and Boxster range – due within 18 months – will be a pure electric vehicle though, unlike the Macan, this generation of 718 will likely get one last update and be sold alongside its replacement for a couple more years.

Certainly, then, the next junior Porsche sports cars will be very different beasts to the lithe and compact two-doors with horizontally opposed engines set in the middle we know now.

But the excitement and publicity for the 718 is all found at the top: Spyder RS, GT4, and flat-six GTS are the variants people remember. What of the base car? We’ve spent a week in the Cayman Style – a sticker and equipment pack added to the entry-grade 718 – to find out.

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JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space, and storage
• What is it like to drive?
• How much fuel does it use?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

The Style adds six bespoke colour options to the base Cayman PDK including Crayon (as seen here) and the iconic Ruby Star Neo, a re-release of the 964 Carrera RS hero hue for $138,325 before on-road costs.

That is a relatively modest $5460 premium over the donor car. Going for a six-speed manual saves $1625 on the price of the PDK automatic tested here.

Building on the LED headlights and black leather-upholstered 14-way power-adjustable heated seats are some visual options, such as black tailpipes, Porsche crests embossed on the headrests, Crayon grey contrast stitching for the leather and floor mats, and illuminated kick plates.

Otherwise, it gets the same Xenon PDLS active headlights, blind-spot monitoring, a heated steering wheel, and a 7.0-inch touchscreen with wireless Apple CarPlay, navigation, DAB+ digital radio, and voice control.

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How do rivals compare on value?

If you have the coin there are plenty of alternatives to the Cayman Style, for one the drop-top Boxster that sacrifices a little practicality for an extra dimension of sunshine enjoyment.

Then there’s the straight-six BMW M2 ($121,700), and below that the Toyota GR Supra and BMW M240i xDrive as well. For hyper hatches, there’s the four-door Audi RS3 sedan ($99,400) and Mercedes-AMG A45 ($119,900) – all excluding on-road costs – not to mention myriad fast SUVs in the space.

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Interior comfort, space and storage

Thing is, the Cayman is a heart buy, not one for the head. Few of those alternatives offer the sense of occasion you get slinking down into its accommodating seats with legs stretched out ahead ready to find the trickiest tarmac out there.

Broad electric adjustment of those heated seats, along with generous roof height, means almost anyone can fit into a Cayman, from lanky to stocky. That steering wheel is just right, too, with sparse yet useful controls to adjust settings. Only the tricky wheel heating button is annoying to accidentally press.

Technology is showing its age, too, and although the wireless Apple CarPlay worked faultlessly and digital radio is included, the 7.0-inch touchscreen (with optional rotary control) has aged graphics and can be a little slow to respond. The digital driver’s display gives plenty of info, though, and the eight-speaker sound system is strong.

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Porsche’s gear selector has a heft and confidence to it. The same can be said of the rest of the cabin finishes; you know it’s built to easily last 30 years without tarnish at the hands of a sympathetic owner.

Less convincing is the 718’s lack of cabin storage. The shallow glovebox, tiny door bins and espresso-sized cup holders don’t give much of a place to store contemporary phones, hydration devices, or other odds and ends. For the enthusiast’s enjoyment, the 718 Cayman’s included tyre pressure gauge can be found in the glovebox housed in its supple leather pouch – it’s the little things.

Space for luggage is better, with a generous shelf behind the seats and cavernous storage areas to the rear of the flat-four and ahead of the windscreen. Though carrying bikes and flatpack furniture would be a chore, Porsche lists comfortably more cargo space than a Volkswagen Golf, for example, at 425L.

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What is it like to drive?

Firing the 2.0-litre flat-four into life by twisting the cute car-shaped fob is refreshingly analogue, as is the chuntery noise of the Cayman Style’s cold start.

Porsche’s decision to downsize to a four-pot at the 718’s launch in 2016 drew much criticism. Flagship options have since been given back the flat-six, but the base car retains its 2.0-litre, and the S its gruntier 2.5.

It’s easy to remember why there was contempt for the flat-four. It’s mundane in town without theatre in sound or power delivery. Porsche was very keen to tune an atmo-like power curve into its turbo engines for the 992 911 and 982 Cayman/Boxster and the effect is impressive – the 718’s delivery is linear and friendly.

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And while it’s fast – the 220kW and 380Nm able to fire the two-door from rest to 100km/h in 4.9 seconds – it doesn’t feel all that rapid, lacking the urgency expected of a boosted flat-four.

Not in doubt is the Teflon-smooth dual-clutch PDK transmission. Left alone, it selects gears effortlessly, yet there are always those expertly-damped aluminium shift paddles behind the wheel should you want to control your own fun.

Around town with the adaptive dampers in Normal mode, the ride is compliant with no noisy knocking. It uses a proven combination of struts for its front suspension and a multi-link rear end. At speed, the 1365kg Cayman smooths out bumps and sits beautifully flat on the motorway. The Cayman’s chassis is a delight. It’s also remarkably quiet for a small sports car with 265/35 R20 rear tyres.

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Find a good winding road and the Cayman’s accurate and silky steering inspires confidence, even if it is lacking in feedback compared to a Lotus Emira’s hydraulic system.

The front end is eager but never darty. High speeds unearth a very stable platform and the firm brake pedal is connected to an excellent set of standard steel stoppers.

Filing through the four drive modes is easy thanks to the wheel-mounted selector dial. Normal is good but Sport adds useful support to the dampers and welcome extra gearbox response. The ride in Sport+ is a little firm for Australia’s nastiest back roads but would be great on a racetrack.

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The Cayman Style flatters the driver, too. You can choose smooth and measured inputs and derive slick satisfaction, or trail brake and get more aggressive with the controls to inspire a touch more rotation and dynamism. There’s never any spikiness to the 718 driving experience, which will be great for most.

All that seems to go wrong is the 235mm-wide front Pirelli P Zeros might push a little wide, the gentle understeering reminding you not to overstep the boundary. Similarly, in the absence of one of Porsche’s trick locking diffs, on-power oversteer isn’t readily available either.

So what the 718 Style lacks – and only slightly – is a sense of excitement from an otherwise composed, assured, and classically polished entry-level Porsche driving experience.

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• What is a Powertrain or Drivetrain?
• Power vs torque
• Car suspension explained
• Automatic transmissions (‘gearboxes’) explained
• Chassis control systems explained
• Car vs Ute vs SUV: How the vehicle you buy should guide the way you drive
• What is the WLTP emissions and range test?

The 718 Cayman’s crash safety has not been independently evaluated by ANCAP or Euro NCAP.

Australian-delivered examples feature six airbags, ESC, traction control, and blind-spot monitoring as standard. Modern safety assistants such as lane-keep assist and autonomous emergency braking are not optionally available; adaptive cruise control is a $2320 option.

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How much fuel does it use?

The ADR combined-cycle fuel efficiency figure for the 718 Cayman Style is 7.0L/100km, although driving a mix of urban, suburban and country kilometres saw our trip computer reading 10.1L/100km.

Porsche recommends 98 RON premium petrol.

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Warranty and running costs

718 Cayman maintenance is due every 12 months or 15,000km and Porsche doesn’t provide capped-price servicing plans for its vehicles.

The warranty is short compared to industry standards at three years with unlimited kilometres. However, owners can pay to extend the coverage in 12, 24, or 48-month blocks for up to 15 years.

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VERDICT

The Cayman Style Edition is a fine late-life addition to the 718 range. Like the base Cayman, its chassis capability is well ahead of the powertrain’s punch.

While that is great on an unknown road or in the rain, it very much confirms that the Style version – as its name suggests – packs little more than a few stickers on top of the basic 718.

Thrillseekers with a similar budget will be better served by BMW’s brawnier M2, or perhaps a certified pre-owned 981 Cayman S or GTS.

Yet the Style remains a fine tool tailored to the person who loves sleek coupe looks and a sharp drive but needs everyday usability and reasonable fuel economy.

Make sure you go for a bold colour, preferably that excellent Ruby Star hue, and you’ve got yourself a colourful but classic take on the everyday sports car.

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Wheels magazine has always had a passionate audience, with a thriving letters section. Here’s the latest from our readers.

And while we’re talking about the mag, have you subscribed?

Sounds fishy…

Was watching the latest ad for the Hyundai “EV range’. It was a cool ad, very spacey, with an Ioniq wired up with lights.

Yep, all very cute, but the ad concluded with the last vehicle indicated as a ‘performance vehicle vehicle’, driving flashing past. It did sound OK with a light burble tone, but that’s the catch: it was supposed to be an EV. Then I suppose they couldn’t end the ad in silence!

?️ Mike Riordan, Campsie, NSW

Anxiety column

When are you going to change the New Car Buyers Guide vacant Resale %
heading to RANGE?

?️ John William, Leopold Vic

Gassing station

The 2023 Yearbook edition made for some interesting reading. Realistically there is a long way to play out before a long-term sustainable replacement for ICE vehicle is realised; be it Battery Electric (BEV) or Hydrogen Fuel-Cell (FCEV).

Governments around the world are now seeing the uptake in Battery Electric (BEVs) is resulting in major infrastructure challenges, some of which can never be overcome especially in densely populated city areas.

One being; BEVs require land-intensive charging lots, while FCEVs do not. A single hydrogen station (converted petrol station) can support more than 1,000 FCEV vehicles a day. In addition, FCEVs require fewer scarce and expensive materials, providing a buffer from multiple supply chain risks.

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The Japanese government and industry are heavily promoting hydrogen electrification strategies and subsidies, reflected by ambitious targets of cumulative FCEV sales and hydrogen refuelling stations by 2030.

Additionally, hydrogen features prominently in Japan’s energy and climate policies such as its Strategic Energy Plan. Japan has already established a hydrogen production plant in Victoria with fuel tankers operating weekly to Tokyo.

In addition, Saudi Arabia is investing heavily in hydrogen production development industries as they see this as part of their long-term strategy for progressively replacing declining oil demand and revenue.

In the end it will be the industry that gains the most Government investment finances and backing that will win out.

?️ Robert Ius, Haberfield, NSW

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General malaise

I was in the newsagent looking at the ‘End of the Line’ issue. I thought “It should read Ford Wins.” I couldn’t buy it. I wanted to, but my heart wouldn’t let me as I just didn’t want to accept Holden was dead.

‘GM Strikes Back’ arrived in my post box and after reading it I’m left thinking General Motors will have limited success at best and not from my money. I had two thoughts after learning of Holden’s demise at the hands of GM’s axemen.

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Firstly, I’m glad I’m not the Holden dealer that had just spent millions refurbishing its showroom, only to find out it’s over less than 12 months after the refurbishment.

Secondly, I blame GM for Holdens failure. Hindsight is a wonderful thing but companies must react to demand or fail. People in Holden must have said “Hmmmmm.

Toyota is doing well with LandCruiser and HiLux maybe we should develop our own.” We got rebadged Isuzus. Or “Hmmmm this SUV thing looks like a good idea, it saved Porsche!” We got rebadged Opels. Commodore Cross anyone? GM if you won’t invest in us we won’t invest in you.

?️ S. Cochrane, Thornlands QLD

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Porsche poser

I’ve got a bit of an issue. It’s a nice one; what you’d probably deem a first world problem, but I thought I’d ask Wheels in any case.

I currently drive a Porsche 911, one of the very first 3.8-litre 991.1 Carrera S coupes and I’m looking to replace it. I had looked at a 992 Carrera as a like-for-like, but the cost to change (about $100k all up) proved prohibitive for what I feel is a similar car with a smaller and less charismatic turbocharged engine.

Extending that line of reasoning, I’m not exactly hanging out for the 992.2 hybrid either. So what would you recommend if you had about $200k to spend and wanted something fun and exciting?

?️ David Barnes, Glebe, NSW

Ctrl-C, Ctrl-V

Feels like journalists could just prepare a template for use when reviewing Chinese vehicles and save themselves a lot of time: cheap, presents well, but has poor dynamics and intrusive active safety features. Boom. Done.

?️ Nick Whitham, via Facebook

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The Wheels question to you

Would you join the queue for a right-hand drive Tesla Cybertruck?

Want to have your say? Keep it tight (no more than 200 words) and include your suburb if via email: [email protected]. You can also chime in on Facebook & Instagram.

Hey, we get it. With dozens of news and review stories published each week, it can be hard to keep up with all the latest in the automotive world.

Obviously we reckon every story we run is a banger, but if you’re looking for the highlights reel, this is it. Read on and click away!

Another SUV?! Mazda CX-70 unveiled

No, it’s not a CX-60 or a CX-90. This is the new Mazda CX-70 expected in Australia at the end of this year.

New Polestar 4 or Tesla Model Y: Which one?

How does Polestar’s new electric midsize SUV stack up against the incumbent Model Y? We take a look at the specs to find out.

Big Toyota Tundra pricing leak!

Leaked pricing reveals the Toyota Tundra will be more expensive than rivals when it arrives in dealers.

Toyota HiLux facelift revealed

An update to the Toyota HiLux ute will arrive in Australia in March with a revised look, more tech, and fuel-saving 48-volt electricals for some variants.

What can we expect from the next Mazda CX-5?

Everything we know about the replacement for Mazda’s top-selling CX-5 midsize SUV, which promises similar size and value to the current model.

Every new BYD model due in 2024

Strength to strength: The already popular BYD brand is set to significantly grow its Australian line-up.

COMPARO! BMW M2 manual vs Toyota Supra manual

Straight-sixes, six-speed manuals and rear-wheel drive – it doesn’t get much better than this, especially when one costs quite a bit less than the other.

The new Small SUVs coming to Australia in 2024

From the Cupra Formentor to the Volvo EX30, your complete guide to all the new compact SUVs heading to Australian showrooms in 2024.

2024 Pajero Sport update coming

Minor facelift for current Mitsubishi Pajero Sport due in Australia around April ahead of the next-generation model expected in 2025.

New Honda Accord Hybrid confirmed for Australia

After being told we’re not getting the new hybrid-only Accord several times, Honda’s flipped and the midsize sedan is coming to Australia after all.

New recall notices have been issued, affecting Volkswagen, Mazda, Volvo, Kia, Tesla, Audi, Ford and Jaguar vehicles.

The details of each recall, as published, are posted below.

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• Contact phone: 1800 504 076
• Contact website: volkswagen.com.au/app/locals/find-dealer [↗]
• Contact email: [email protected] [↗]

To learn more about this recall, click the featured article below.

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• Contact phone: 131 542
• Contact website: kia.com.au [↗]
• Contact email: [email protected] [↗]

To learn more about this recall, click the featured article below.

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• What is a recall?
• What to do if your car is recalled
• Why a car recall isn’t all bad news
• What is a vehicle identification number (VIN)?
• All ANCAP & vehicle safety stories

What’s stopping you from buying an electric car? My excuse is really simple: the car I want doesn’t exist.

Back in September 2021 I wrote a column where I said “I’d like to see a c.$45K hot hatch or Toyota 86-style coupe that’s decently built and which delivers the goods for a keen driver… Were I to place bets, I’d back Hyundai, Kia or MG to be the first to answer that call. But until then, I guess I’ll catch you at the servo, eh?”

More than two years later, I’m still waiting. Given that EVs currently represent 7.4 percent of total Australian new vehicle sales during the first half of this year, I guess you may well be sitting on your hands too.

MG has indeed come closest to fulfilling my brief with the MG 4. The Essence model retails at $47K and is a rear-drive hatch that can skip to 100km/h in 7.7 seconds. So warm, rather than hot then.

But a sporting hatch it most certainly is not. To get the quick MG 4, the all-wheel drive X-Power, you’d need to spend $60K, and I’m still not convinced that it’s a true enthusiast’s choice. Hyundai’s Ioniq 5 N points the way ahead for keen drivers but it’s $111K and is an awful lot of, well, everything.

At this point, some perspective pays dividends. In 2021, a petrol-engined Hyundai i30 N retailed for $41,400, so the idea of a $45K electric hot hatch was perhaps not so far fetched. Then inflation happened. Try parking your posterior in an i30 N for less than 50 grand these days.

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The price gap does indeed seem to be closing between petrol models and EVs, and it’ll be interesting to see how Porsche prices the incoming Macan EV – an entire model-line switch to electric power that the whole industry is watching with interest.

But let’s pretend for a moment that for $50K I could buy an enthusiast EV. Would I then buy it over, say, that Hyundai i30 N? Would I want to futz over how I made a drive in the Victorian high country work?

I could easily fit a commuter EV into my life where the journeys are predictable but, at the moment, EVs seem the nemesis of spontaneity, of heading off the beaten track: a pastime that speaks right to the heart of the Australian motorist.

I’m no Luddite, but I acknowledge that it might be a while before I find an EV that’s right for me.

The value proposition, the public charging infrastructure and, yes, the products need to do a bit more persuading before I take the plunge with my own money. But it will happen.

Right now, driving to the shops, the school run and the commute represent no drama. These tasks are routinely undertaken by an often second family vehicle and represent a near-perfect fit for many affordable EVs.

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Without wishing to casually stereotype, one key impediment here is that women really aren’t warming to electric cars. US website Edmunds found that 67 percent of EV buyers in the US were men and just 33 percent were women.

Men were also far more likely to consider EVs as their next vehicle – 71 percent compared to 34 percent of women. And while Australia’s market is obviously different, research indicates that those ratios aren’t far off what’s happening here.

Perhaps we need to demystify the electric experience for those buyers who would really benefit from the advantages EVs afford. Funny you should mention that…

Discerning a dolphin from a porpoise, a crocodile from an alligator, a white rhino from a black rhino and an Aston Martin DB6 from a DB5 have been lifelong conundrums, at least until I looked them all up.

The visual differences between the James Bond-blessed DB5 (1963-’65) and its successor DB6 (1965-’70) all describe the evolved purpose of the latter: a more accommodating 2+2-seater with enhanced stability for high-speed grand touring.

Look, then, for the DB6’s more upright windscreen and front quarter-windows, a taller rear roofline that extends father back along the rear quarter-panel, and its Kamm ducktail rear end, versus the DB5’s more traditional tail fins.

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Two-piece bumpers are another DB6 tell-tale, while subtle wheelarch flares indicate a DB6 Mk2, introduced in 1969.

The DB6 would be a stopgap between the traditional (and heavily DB4-based) DB5 and Aston’s new-generation, V8-powered DBS, which was eventually launched – still with straight-six power – in September 1967, with the V8 engine arriving two years later.

The DB6 was much more than a stretched and facelifted DB5. Built on a 95mm longer wheelbase, the DB6 abandoned the DB4/DB5’s pressed steel platform capped with superleggera ‘greenhouse’ frame clad in aluminium panels, for a more conventional steel monocoque chassis with aluminium body.

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The flared, abrupt Kamm tail came from Aston’s experience with rear-end lift on its 1962 DP 212 Le Mans racer, addressed in the following year’s DP 214 and similarly adapted to the DB6 to improve high-speed handling.

One prototype DB6 was built with a de Dion tube rear suspension, but this was saved for the DBS, so the DB6 basically carried over the DB5’s coil-sprung front wishbones and live rear axle. The same was true of the 4.0-litre inline six-cylinder engine, offered in the DB6 with the choice of a ZF five-speed manual or an unloved, three-speed Borg-Warner automatic.

At £5000, the DB6 cost 10 percent more than the average UK home in 1965. Yet a DB6 also spawned the legend of a customer urging Aston’s owner David Brown to sell him a car “at cost” – and Brown obliging with an invoice for £1000 over list…

The DB6 was destined to remain in the shadow of its movie-star sister, but its greater comfort and higher production run (1788 units, 729 more than DB5) make it a practical and relatively affordable classic, while still a rare sighting in the wild.

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The upside of up

The DB6’s inverted three-spoke steering wheel is a signature item, almost as much as the cluttered instrument binnacle that mimics Aston’s distinctive grille shape.

The front buckets still sit very low to the floor and contribute to 25mm greater headroom than the DB5; the raised rear roofline and greater footroom makes the rear cabin a habitable 2+2.

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A handy vantage point

The DB6’s 3995cc, all-alloy dohc inline six was fitted with triple SU carbs and quoted the same 210kW at 5500rpm as the DB5, but with a slight torque increase to 400Nm at a higher 4500rpm.

The Vantage engine option, with a higher compression ratio and triple Weber 45 DCOE carbs, raised power usefully to 242kW at 5500rpm.

The Toyota HiAce has long been Australia’s preferred commercial van, renowned for its reliability.

For over fifty years, it has been the go-to vehicle for couriers, electricians, movers, and even those hauling around larger groups.

A glance outside the next time you get a delivery and you’ll likely be looking at a well-worn HiAce in your driveway. Much like its rugged sibling, the virtually indestructible HiLux, it’s seen as a safe investment.

With the launch of its sixth generation in 2019—the first major update in 15 years—the HiAce introduced a sleeker, semi-bonneted design that marked a significant departure from its traditional boxy silhouette.

So let’s take a look at what the class-leading HiAce offers in Australia.

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Pricing and features

The HiAce lineup starts at $48,886, excluding on-road expenses, for a liftback version equipped with a manual gearbox. Add an extra $2000, for the automatic transmission. The rest of the range doesn’t have a manual option.

Opting for a barn door, the latest addition to the HiAce range, and you’ll pay an extra $750 if you’ve already decided on picking up the auto.

If it’s a people mover you’re after, the HiAce Commuter range consists of two variants, both which host 12 seats.

The commercial range on the other hand is available as a LWB Van (long wheel base), LWB Crew Van (5 seats) or SLWB Van (2 seats).

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The LWB Van offers the following standard features: 16-inch steel wheels with full size spares, an 8-inch colour touchscreen, six speakers, reversing camera with front and rear parking sensors and satellite navigation.

The only colour available is french vanilla, a.k.a. white.

The LWB model has dimensions of 5265mm in length, 1950mm in width, and 1990mm in height, with a wheelbase measuring 3120mm.

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Its cargo bay is 2530mm long, 1760mm wide (with 1268mm between the wheel arches), and 1340mm tall. The LWB Van boasts a total cargo space of 6.2 cubic meters in contrast to the 9.3 cubic meters available in the Super Long Wheel Base (SLWB) model.

While the HiAce’s metal floors, wooden wall linings, and the absence of a cargo divider might lend it a somewhat basic appearance, it’s important to note that owners typically like the opportunity to customise the van to their specific needs.

Safety

The Toyota HiAce was stamped with a five-star ANCAP safety rating in 2019.

In crash safety evaluations, the HiAce received an impressive 94 percent in adult occupant protection and 88 percent in child occupant protection.

The HiAce LWB comes packed with standard safety features via the Toyota Safety Sense suite of features including pre-collision safety system, lane departure alert, auto high beam and road sign Assist.

You’ll also get important additions for a vehicle of this size such as a reversing camera with front and rear parking sensors, blind spot monitors and rear cross traffic alert.

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Your new HiAce will come with a year complimentary access to Toyota Connected Services which includes SOS Emergency Call, Automatic Collision Notification and Stolen Vehicle Tracking.

Key rivals

In the commercial van landscape, there isn’t a more notable vehicle than the HiAce. A segment leader, it has continued to be the dependable workhorse that so many Aussie businesses need.

Others competing for market share are:

• Hyundai Staria Load
• Ford Transit
• Mercedes-Benz Vito

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Should I put it on my shortlist?

The 2024 Toyota HiAce is one of those winning combinations that has won over so much commercial businesses over the years, and the recent addition of the barn door option has opened up the opportunity even further.

The LWB Van, although the technical entry-level of the range offers plenty of specification while still keeping the rear bare for customisation.