WhichCar By Wheels

A new style of licence plate is being introduced in Victoria to better suit the growing number of Chinese-built vehicles on Australian roads, highlighting how quickly the local car market is changing.

According to reporting by Yahoo News Australia, the so-called ‘mullet plate’ features a standard Australian-sized front plate paired with a differently shaped rear plate designed to match the mounting points used on many Chinese vehicles. These rear plates are narrower and taller than traditional Australian formats, eliminating the need for brackets or modifications.

The change addresses a practical issue that has emerged alongside the rapid rise of Chinese brands such as BYD, MG, GWM, Chery and Haval. Many of these vehicles use number plate dimensions common in China, which differ from Australia’s standard 372mm by 132mm format. By contrast, the Chinese-style plate is deeper and less wide, making it incompatible without adjustment.

VicRoads says the new plates are intended to simplify installation and improve fitment. The updated design allows plates to be mounted directly without drilling or add-ons, offering a cleaner finish for owners and dealerships alike. The plates are available through selected dealerships and VicRoads centres, priced at $175 per set.

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Chinese brands have gained traction in recent years thanks to competitive pricing, strong technology offerings and increasing availability at a time when global supply constraints have affected traditional manufacturers. Their rapid expansion in electric vehicle production has also aligned with rising consumer interest in lower running costs and reduced emissions.

The trend is now being reflected in national sales data. Recent VFACTS figures show China has become Australia’s largest source of new vehicles for the first time on a monthly basis, overtaking long-standing leaders such as Japan and Thailand. The shift underscores the speed at which Chinese manufacturers have established a foothold in the local market.

While the new ‘mullet’ plates may seem like a small change, they reinforce the significant transition underway in Australia’s new car market.

First published in the February 1974 issue of Wheels magazine, Australia’s best car mag since 1953. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

Peter Robinson flew to Europe to find out just what is happening in the great car centres there. He found instead a Continent where you can’t drive on Sundays. He claims the face of the motor industry is going to change overnight as fuel prices rise and the taps are turned off. Here is his first, alarming report.

Europe is grinding to a halt. And it is happening far quicker than Australians imagine. The Arab oil embargo is forcing a total change in the automotive industry which will affect not only Europe but the rest of the world, including Australia.

I was in Germany on the first Sunday that driving was banned and was very nearly caught in Italy because the Saturday we were leaving was a public holiday. This meant a complete stop to all private driving over the weekend with fines which are so severe – the minimum in Germany is $500 and the maximum $30,000 and those in Italy are only slightly lower. Nobody dares drive.

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The frightening facts are that the concept and future of the car as we know it may be coming to an end and sooner than anybody anticipated even two months ago.

Even if the Arabs lift the embargo the price of petrol is expected to rise in Europe by at least 25 per cent and the increase could go as high as 50 per cent during the next 12 months. Already it is selling for close to one dollar a gallon in most countries.

Australia is lucky, incredibly lucky that over 96 per cent (from official figures for 1971-72) of our petrol comes from Australian oil, so we are not dependent on outside supplies. But even these reserves will last only eight years at the present rate of consumption (although this figure doesn’t take into account the latest finds on the North-West shelf).

Already the lack of petrol is making itself felt in deciding what form the cars of tomorrow will take. Renault told me the introduction of its new V6 powered sedan, due in 1974, could be postponed indefinitely if the embargo continues. Even if it is lifted sometime in 1974 the car might be released only in the smaller 2-litre version instead of the proposed 2.5 and 3.0 models.

Inevitably people in Europe are realising that small, economy cars are the only ones which are going to survive in any numbers, if the car itself is to have a future.

England has introduced petrol rationing, all European countries (except France) have a driving ban on Sundays and Holidays and lowered speed limits, even on the super highways.

The black market in Jaguars, Rolls-Royces and Mercedes-Benz cars in Britain, and on the continent, has virtually disappeared overnight while the value of second-hand Minis has risen by $200 and Chrysler, who was said to be planning to drop the Imp altogether, has now increased production of its small rear-engined car by 50 per cent.

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Daf, Holland’s only car maker, reports sales are off 50 per cent, Opel and Ford in Germany are working shorter weeks and their stock pile of cars grows every day, Fiat sales down 30 per cent in Italy, Peugeot is laying off workers and Renault and Citroen closed down for 11 days over Christmas, days normally reserved for full scale production.

Other manufacturers with larger cars are keeping very quiet about actual sales slumps although Maserati admits it has cut back its work force from 921 to only 218 and is working 27 hours a week instead of 40.

In the US, sales of large cars have nose-dived dramatically while the sub- compact and compact cars can’t be built in sufficient numbers to meet the demand.

And the latest news, that petrol production is to be cut by 25 per cent in 1974, will only add to the problems faced by an industry almost totally directed to building large, petrol eating cars.

GM’s new Wankel engine, due for release in 1974, could also be in trouble, unless the company has solved the problem of improving the rotary engine’s poor fuel consumption.

Of all the major Western nations only Australia has been left almost untouched by the dramas and, coming back from a fuel starved Europe, it seems staggering that our local industry is still convinced the future lies with medium sized cars with their relatively large and inefficient engines.

Just how long this situation can, and will, continue, is impossible to predict but if our motor industry believes it can escape the problems which are now hitting Europe and America it is mistaken. Today we can see an end in sight to oil reserves and a point must be reached where the car’s use is restricted in Australia to lengthen the life expectancy of the reserves or until some other form of energy is found.

And even if it doesn’t come to this you can expect to pay much higher prices for petrol over the next couple of years.

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Today, the oil situation dominates the Europe scene but I was still able to experience the modern pleasure of using high speed roads on which enormous distances can be covered in short times. The best example of mile-eating I heard about was from our European correspondent Jerry Sloniger who told me of a drive he had a couple of years ago which involved covering 500 miles in five hours in a Mercedes Benz 6.3.

The French Autoroutes, Italian Autostradas and German Autobahns are an object lesson to Australia.

If the Federal Government is serious in its plans to build a four lane road between Sydney and Melbourne it need only duplicate the examples in Europe.

Of course all this road construction might be wasted if the oil crisis comes to Australia, there just won’t be any need for roads, but let’s presume that for a while, at least, Australia can escape the oil crisis and goes ahead with the new road building program.

For two hours on one stretch of French Autoroute, I cruised between 120-140 kph (75 to 87 mph) in a small Renault 5 and dropped speed only once and then it was down to 100 kph (60 mph). It was a new and very pleasant experience after the local roads.

The secret is in having no crossroads at all. Cars coming onto the Autoroute simply build up speed on the approaches and then drop into an entry lane before moving across onto the main highway. Most of the roads are totally new and there are surprisingly few over-and-under-passes.

If the new Australian system continues with the old cross roads idea and slows traffic down to pass through country towns then we will simply be making a slight improvement on what is basically a road system devised for horse-drawn carriages 100 years ago.

The local distributor for the Chinese electric vehicle brand, Xpeng, has gone into administration leaving the future of the brand in Australia in uncertain territory.

According to documents filed to the Australian Securities and Investments Commission (ASIC), external administrators – Daniel Juratowitch and Barry Wight of Cor Cordis – were appointed to Xpeng’s Australian distributor, TrueEV, on March 19, 2026.

The AISC filing lists the appointment of Cor Cordie “by instrument” which indicates that either TrueEV has gone into voluntary liquidation or that a secured creditor is seeking to take control over assets. The ASIC filing confirms Cor Cordie has taken control of Xpeng vehicles located across Australia.

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Additionally, TrueEV is listed as the applicant in a Federal Court case against Xpeng that began on March 3, 2026. The next hearing is set down in the court for March 30, 2026. There is no indication in the court documents as to the nature of the legal dispute.

TrueEV was appointed the sole Australian distributor of XPeng in May 2024 ahead of first deliveries in August of the same year.

With 18 dealerships nationwide, Xpeng currently sells just two variants of its small electric G6 SUV, but had planned to roll out more models in 2026, including the larger G9 SUV and X9 people mover. 

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With the future of the company now uncertain, there remain unanswered questions surrounding warranty, servicing and the availability of parts for the approximately 2000 vehicles it had confirmed as sold by the end of 2025. TrueEV does not report its official sales figures to the Federal Chamber of Automotive Industries or to the Electric Vehicle Council.

With the ongoing legal battle between the two parties it remains unclear if Xpeng is looking to take control of the brand in Australia.

Leapmotor Australia has launched a new special edition version of the C10 electric SUV called the Sports+, which is now available to order ahead of the first deliveries landing next month. Priced from $53,888 plus on-road costs, the C10 Sports+ introduces a dual-motor all-wheel drive drivetrain to the C10 making a serious 440kW of power and 760Nm of torque. It also adds a number of unique features, like larger alloy wheels and badging.

The C10 Sports+ has also added a new 800V architecture and larger battery for improved charging and range, and it’s now capable of 180kW DC fast charging (up from 85kW). The larger 81.9kWh LFP battery (12kWh larger than the C10) gives it a WLTP range of 437km, which is an increase of only 12km on the regular C10, but the Sports+ does make almost three times the power.

Pumping out 440kW of power and 760Nm of torque, the new dual-motor C10 Sports+ outdoes the regular 160kW/320Nm C10 significantly, and lessens the 0-100km/h sprint time from 7.5 seconds to just 4.0.

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According to Leapmotor, the C10 Sports+ features ‘Intelligent AWD Control’, which is a dual-motor system that “ensures optimal grip and stability on slippery surfaces such as gravel, rain, snow and light off-roading while millisecond‑level adaptive response enables more precise control”.

“Intelligent front‑rear motor switching automatically alternates between single‑motor and dual‑motor driving depending on road conditions and driving demands, combined with consistent operation within the optimal energy‑efficiency range to deliver an ideal balance between performance and efficiency.”

Above the regular C10, the Sports+ also adds larger 20-inch alloy wheels, contrasting decals, Sports+ rear badging and unique floor and boot mats for the interior. Only black or white exterior colours are available with black the only interior colour option.

Leapmotor C10 Sports+ Special Edition standard equipment:

The Leapmotor C10 Sports+ special edition is available to order now ahead of the first Australian deliveries from April.

Mazda’s new third-generation CX-5 will be available in five model grades when it launches in mid-2026, competing with mid-size SUV rivals like the Toyota RAV4 and Hyundai Tucson. The entry-grade Pure starts from $39,990 before on-road costs, with the next-step-up Evolve at $42,990 +ORC, the mid-spec Touring from $47,490 +ORC and top-spec GT SP and Akera from $51,990 and $54,990 +ORC respectively.

Options are simple, too, with black and white ‘Maztex’ synthetic leather and suede trim costing $1000 on the Touring grade only, while tan leather is available for GT SP and Akera only, also for $1000.

Vinesh Bhindi, CEO of Mazda Australia commented at the reveal that the CX-5 is a vital cog in the wheel of Mazda’s showroom. “The CX-5 holds an esteemed status in Australia, and the next generation will continue to do the same.

“It brings even more advanced technology, significantly more practical SUV dimensions and is of course infused with the superb ‘Jinba-Ittai’ driving dynamic that Mazda is famous for – and we are extremely proud to off this to Australian customers at an incredibly compelling price point.” 

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The next-gen CX-5 is petrol-powered across the range with one powertrain option: Mazda’s ‘G25’ 2.5-litre naturally aspirated four-cylinder engine generating 132kW and 242Nm (-8kW/10Nm compared to the old CX-5 thanks to Euro 6 emissions standards). It’s capable of running on regular 91 RON fuel, and uses a claimed 7.4L/100km on the combined cycle. Mazda claims emissions of 173g/km also on the combined cycle. 

The 2.5-litre four-cylinder donk is mated to Mazda’s six-speed automatic transmission, with standard all-wheel drive, and standard equipment is extensive across the range. Standard safety equipment includes autonomous emergency braking for both forward and reverse, lane-keep assist, lane departure warning, blind spot monitoring and adaptive cruise control with stop and go functionality. 

The new CX-5 is also larger than its predecessor, sporting a 115mm overall length increase to 4690mm long. It’s 15mm wider too, at 1860mm, and its wheelbase is 115mm longer at 2815mm. Bootspace has increased by 28 litres to 466 litres with the rear seats up and by a large 254 litres with the rear seats folded to 1594 litres.

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Speaking to WhichCar by Wheels at the reveal, Bhindi said he would have loved to have had a hybrid CX-5 available. “Look, we would love to have a hybrid today, and to talk to you about it,” Bhindi told Whichcar by Wheels. “But, what was on the table as an option, and I think for Australia (and many other markets), we felt like Mazda needs to create a Mazda hybrid system that will deliver the Mazda feeling.”

As such, Bhindi says buyers wanting a hybrid, should consider other Mazda SUVs in the range, which offer hybrid technology in similar sizes and value propositions. Mazda’s CX-60 for example, available as a plug-in hybrid, is significantly more expensive than the new CX-5 in plug-in hybrid form starting from $62,990 before on-road costs. 

2026 Mazda CX-5 pricing (plus on-road costs):

Pure$39,990
Evolve$42,990
Touring$47,490
GT SP$51,990
Akera$54,990

Mazda CX-5 Pure standard features: 

Evolve adds:

Touring model adds:

GT SP model adds:

Akera model adds:

In another step forward for battery technology, Chinese company BAIC (Beijing Automotive Industry Corporation) has revealed a new sodium-ion battery said to deliver a full charge in just 11 minutes.

Labelled as a cost-effective, safer and more sustainable alternative to the widespread lithium-ion batteries currently used in electric vehicles, sodium-ion batteries deliver super fast-charging ability with BAIC’s development battery capable of fully charging an electric car much quicker than existing options.

According to BAIC’s research division, it has completed development of a sample sodium-ion battery which uses a prismatic cell format and achieves an energy density of 170Wh/kg.

It supports super fast ‘4C’ fast charging – that’s a minimum of 360kW – with a full charge completed in 11 minutes, according to the company. BAIC also stated that the battery can operate over a temperature range of -40°C to 60°C, with energy retention exceeding 92 per cent at -20°C, targeting improved cold-climate usability and improving the driving range of EVs in those areas of the world.

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Above: BAIC’s sodium-ion battery could reach production in its Arcfox T1 EV hatchback

BAIC also claims that safety-related tests were completed, with the battery capable of withstanding an overcharge condition of up to 200 per cent without fire or explosion, and it remained stable when exposed to 200ºC heat.

Compared with lithium-ion batteries already used by millions of EVs, sodium-ion batteries require less raw materials to build as well.  

Sodium-ion batteries are being evaluated by many Chinese battery manufacturers as a solution for cost-sensitive vehicle segments and for customers in low temperature climates. BAIC is also not the first battery manufacturer to develop a sodium-ion battery, with Changan and CATL announcing that a market launch is planned for the world’s first sodium-ion battery-powered EV in mid-2026. They are targeting a range of over 400km from a battery just 45kWh in size. 

Sodium-ion is not the first battery type that BAIC has developed – it also produces both lithium-ion and solid-state batteries as well in its ‘Aurora Battery’ program. BAIC is yet to reveal a timeline for new sodium-ion battery production.

Overview

It might look like a regular GLC mid-size SUV, but the all-new Mercedes-Benz GLC with EQ Technology – to give it its wordy full name – is anything but ordinary.

The GLC electric (to give it a more palatable and easy-to-understand moniker) joins the wider GLC line-up this year and promises “up to” 713km of driving range and 800-volt electric architecture that can add 303km of range from a 10-minute charge, providing you have access to a 330kWh fast charger. Which we – mostly – don’t, in Australia.

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The new GLC slots into the brand’s range of EVs under the larger EQE. Keen-eyed readers will note the shift away from EQ prefix that has, up until now, underpinned Mercedes-Benz’s electric vehicle naming convention. It fronts the brand’s future strategy to integrate electric variants into its core model range rather than having a standalone sub-brand.

Perhaps learning a lesson from its Stuttgart neighbours over at Porsche, the GLC electric will not replace M-B’s popular petrol GLC range. Instead, it will join the line-up alongside existing petrol variants, although the two models are alike in name only, the battery-powered GLC built on Mercedes-Benz’s new MB.EA electric vehicle architecture, the first under its new EV strategy. Next up will be the C-Class electric, slated for a 2027 arrival.

How much is the GLC electric?

Final details on specification and pricing are still to be revealed although from what we learned at the GLC electric’s global launch in Portugal, there are likely to be rear-wheel and all-wheel drive variants with varying trim levels.

We won’t know which models, nor how much they cost, until closer to the local launch later this year,

Mercedes-Benz presented what is likely to be the range-topping GLC 400 4Matic with EQ Technology at the global launch.

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Powered by two electric motors – one at each axle – the GLC 400 claims total outputs of 360kW and 800Nm, good for a 0-100km/h claim of just 4.3 seconds. A 94kWh modular battery array is good for a range of around 713km, according to Mercedes-Benz.

Charging is capped at 330kW resulting in a 10-80 per cent charge time of just 22 minutes or, as Mercedes-Benz was keen to point out, adding 303km of range in just 10 minutes which sounds good on paper (and it is) but with Australia lagging in EV infrastructure, buyers can realistically expect longer charge times on the more commonly available 75-150kW charging stations scattered throughout the country.

Is there anything special about the GLC electric’s design?

Mercedes-Benz has channeled the past when looking to connect the GLC electric to the future. The most obvious display is out front, where the 1970s-inspired ‘grille’ gives more than a passing nod to Bruno Sacco’s brilliant design that faced Benzes of all colours from the mid-1970s through to the late-90s.

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It’s a stunning modern interpretation of Sacco’s original design that imbues the new GLC with a comfortable familiarity. The chrome surround is peak Mercedes grille while inside, 942 individual backlit dots give the appearance of traditional mesh. It looks sensational, and even more so with the optional animated light-sequence on start-up.

A pronounced power bulge graces the bonnet, somewhat incongruously, but it lends the GLC electric a tougher stance on the road.

Around the back, a full-width light-bar bookended by circular tail-lights featuring a three-pointed star motif are, again, a departure from petrol versions, lending the GLC its own distinctive character.

What’s the cabin of the GLC electric like?

While it shares a badge with its petrol sibling, the GLC electric is significantly – and visibly – longer (by 71mm), taller (+44mm) and sitting on a longer wheelbase (+84mm). That translates to increased comfort inside where head- and leg-room are noticeably improved over petrol GLC variants, especially in the second row.

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Mercedes-Benz calls its interior design philosophy ‘Sensual Purity’, describing it as a blend of emotion and intelligence. Putting aside the marketing-speak, the cabin of the new GLC oozes luxury, with the kinds of plush materials buyers expect at this end of the premium market, the standout the sumptuous Nappa leather interior trim of our test car at launch. A certified vegan interior is available as a no-cost option and certainly, having looked and touched the animal-friendly artificial leather up close, you’d be hard-pressed to tell the difference.

Our test car came fitted with Beech brown wood inlays that sound chintzy on paper, but are actually warm and elegant and a reminder of Mercs of old. 

The Comfort seats of our test car (Sports buckets are available as an option), live up to their name with good support, including under-thigh, and decent bolstering to hold you snugly in place while second-row comfort is excellent.

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With a flat floor in row three, there’s room enough for three people to sit across the second row in comfort, with good toe-, knee- and leg-room while head-room is also generous, despite the presence of a panoramic sunroof running the length of the cabin.

Luggage capacity has increased over petrol models, the GLC electric quoting 570 litres with the second row in use (petrol models get 545 litres), expanding to a generous 1740 litres with row two stowed away, a whopping 250 litres more than GLC petrol. Additionally, a generous ‘frunk’ under the bonnet brings a further 128 litres, easily enough space for a couple of overnight bags (we tested it).

What technology comes with the GLC electric?

The centrepiece of in-cabin tech is a new 39.1-inch full-width hyperscreen, the largest ever fitted to a Mercedes-Benz. That’s 99.3cm in our language and it’s a behemoth, seamlessly integrating the main infotainment screen with a digital driver display.

It runs Merc’s new MB.OS operating system and it’s immediately clear (having had plenty of experience with the older MBUX) that the new setup is sharper to respond, more intuitive to use and an all-round better integration of technology. While unconfirmed, it’s likely to be optional in Australia.

Apple CarPlay and Android are standard as is Bluetooth connectivity and satellite navigation. Our test car came fitted with an optional 16-speaker Burmester sound system as well as Dolby Atmos which takes audio quality to concert hall levels. It truly is remarkable and if you haven’t experienced it yet, I recommend you do.

What’s the GLC electric like to drive?

There’s plenty to like about the GLC electric on the road, and most of it starts with the 360kW and 800Nm available under your right foot. Zero to 100km/h in 4.3 seconds speaks to an SUV that holds little back and true enough, when the opportunity presents itself, the mid-size SUV hauls its not inconsiderable 2535kg kerb weight with ease.

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But it’s no one-trick pony. Thanks to its twin electric motors, the GLC is ostensibly all-wheel drive. The caveat here is that in normal traffic conditions, particularly those encountered in day-to-day urban environments, the front axle decouples from the drivetrain leaving the rear electric motor to do all the work.

This results in, according to Mercedes-Benz, efficiency gains that help it achieve its WLTP lab-tested 713km of range. Step on the ‘gas’ however, and the front motor responds in milliseconds to do its fair share of the work, not that you notice any change in the overall smooth driving characteristics of the GLC electric.

Road manners on M-B’s intelligent air suspension (Airmatic) makes a decent fist of damping out road nasties, insulating occupants from not only the bumps and lumps of patchwork-quilt road surfaces, but also, commendably, keeping road noise at bay. Only at highway speeds does a little bit of wind noise, mainly from around the A-pillars and wing mirrors, make its presence felt in the cabin. Crank up the Dolby Atmos, however, and you won’t hear a thing.

Cleverly, the Airmatic system uses a variety of data sources to ensure ride quality is maintained no matter the conditions. Using Google Maps in conjunction with Mercedes-Benz (patent-pending) car-to-X cloud-based system, the Airmatic system knows in advance when there are obstacles – such as potholes or speed humps – on the road ahead and will adjust damping accordingly while the GLC’s inbuilt sat-nav will alert the driver of those obstacles well in advance. It works too, helpfully triggering warnings on at least two occasions over our test drive.

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The road loop at launch covered a variety of road and traffic conditions – from suburban traffic, to motorway running and one glorious and beguiling stretch of mountainous back-roads where the GLC electric delivered on peak enjoyment.

Four-wheel steering – the rears can turn up to 4.5-degrees – ensured the GLC electric handled corners with aplomb, the mid-sizer remaining flat and composed during more spirited driving. The steering itself was nice and direct, true on-centre and responsive to even minor adjustments. 

Brake pedal feel through what M-B calls its One-Box system is surprisingly natural and progressive, despite, or maybe because of, the presence of energy regeneration. Mercedes-Benz claims that during normal driving conditions, the GLC’s brakes will use regenerative braking 99 per cent of the time, harvesting precious electrons to feed back into the battery and maximise range. It’s a testament to Merc’s engineers that you won’t feel the transition between regenerative and friction braking, not something that can be said about some of these types of systems.

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There are four levels of regen, from D- (maximum recuperation, or essentially one-pedal) to D (standard) and D+ (no recuperation), all accessed via the steering wheel-mounted paddle-sghifters. Additionally, a D Auto setting provides ‘intelligent recuperation’ where the system decides the optimal level of braking. We left it primarily in D for standard which provided some regenerative braking without diluting the pleasure of our spirited driving adventure through the mountains of the Algarve.

What’s the verdict on the GLC electric?

And that’s the thing about the new Mercedes-Benz GLC 400 4Matic with EQ Technology. On the surface, it’s a thoroughly modern medium SUV with plenty of room for the nuclear family and their luggage.

Quiet and comfortable on the road, thoroughly modern and luxurious inside, the GLC electric also delivers a healthy dollop of driving pleasure, thanks to its myriad intelligent systems that combine for a smooth, engaging and enjoyable experience behind the wheel.

Specs

Model2027 Mercedes-Benz GLC 44 4Matic with EQ Technology
PriceTBC
E-motorTwin electric motors
Battery94kWh
Range713km (WLTP, claimed)
Peak power360kW
Peak torque800Nm
TransmissionTwo-speed automatic, AWD
0-100km/h4.3 seconds
Top speed210km/h
Energy consumption18.9-14.9kWh/100km (claimed)
Weight2535kg (kerb)
L/W/H/W-B4845/1913/1644/2972mm
Warranty5yr/unlimited km (vehicle)
On saleQ4, 2026

The current conflict in the Middle East has raised an issue most Australians probably aren’t aware of, and one that could have been avoided. That is, we no longer come even close to being self-sufficient in regard to fuel production. And that’s before you get to the completely inadequate 30-something days worth of supply we currently have in storage.

Who is responsible and why, is irrelevant at this point. Both sides of politics would have to accept blame for this current shortage of supply. One thing is certain though, Australians should be demanding that this situation is never allowed to happen again – regardless of the government currently in power.

Let’s deal with the second point first, then, and recognise how manifestly inadequate it is for a remote nation like ours to have little more than a month’s fuel requirements in reserve at any given time. This geographically larger, remote nation – and the transport around it – relies heavily on refined fuel, primarily diesel. Without diesel, being able to drive our car to work, school or on holiday, will be the least of our concerns. Grocery and medical supplies, basic goods and services will all be directly impacted if transport either grinds to a halt or slows right down.

On one hand, those of us who need our cars to get to work or take the kids to school obviously need to put fuel in them, but diesel, and the transport that relies upon it, is the backbone of this country. And, being able to move goods around the country is key to the daily running of the place. Therefore, having somewhere between 32 and 36 days worth of fuel in storage at any given time, is completely inadequate.

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At the time that our ability to produce our own fuel was cut by 80 per cent, Australians were guaranteed that there would be a minimum of 90 days in reserve. There never was and there never has been, and Australians should demand answers as to why. Politicians will wrap the response up in political spin, but we’ve never had that much in supply and we should be demanding a change in that as a minimum.

Back to refining fuel, then, and the subject of actually manufacturing something in Australia – a concept that has been trashed by successive governments in the last few decades – means we now produce only around 20 per cent of our own fuel. If you go back to the year 2000, Australia had eight refineries. Australia’s appetite to make things is as low as its ever been, and its time for governments to stop wasting our time with explanations as to why things can’t be done, and start coming up with ways they can be done.

One by one, those refineries were deemed ‘economically unviable’ and shut down. Ultimately, six of them were closed, leaving Australia with only two operating refineries, able to produce around 20 per cent of our fuel requirements. The two remaining are Ampol’s Lytton refinery near Brisbane, and Viva Energy’s refinery in Geelong. Successive governments have been warned multiple times, most recently by the Chief of the Australian Navy, as to the vulnerability we would face if sea lanes were disrupted.

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And yes, that’s exactly what’s happened in the Strait of Hormuz. The former deputy chief of the Royal Australian Air Force, John Blackburn, told ABC’s 7.30 programme in December 2025, that Australia was increasingly vulnerable.

“In Australia, as of July this year (2025), we had 24 days of diesel stocks,” Mr Blackburn told the ABC. He went on to say that Australia was at the time the only member of the International Energy Agency not currently meeting its obligation for net import coverage of oil.

traffic on freeway
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Australia had a dress rehearsal for how this could play out during the COVID-19 lockdowns, and their subsequent impact on the global shipping industry. Fortunately, during that time at least, most people weren’t traveling too far, because we’d been told not to. It seems, in government at least, memories are short.

What’s taken place in the last month is not an exercise of acknowledging those who made accurate predictions or look smart after the fact. Nor is it an opportunity to waste time arguing about who did what, when. It’s an opportunity to make sure steps are taken – material steps – to ensure it never happens again.

The ongoing war in the Middle East has impacted Australia’s fuel supplies, leading to higher prices at the bowser amid concerns Australia could run out of petrol, diesel and aviation fuel.

Prices have surged since the conflict in the Middle East kicked off on February 28, with today’s NSW Fuel Check data showing the price of unleaded has increased by 34 per cent while diesel has jumped 55 per cent.

The dramatic increases, as well as the threat of dwindling supplies has seen an increase in ‘panic’ buying as consumers begin to stockpile fuel.

According to the federal government, and as reported by the ABC, oil continues to enter Australia and that our current supply levels amount to 36 days of petrol, 32 days of diesel and 29 days of jet fuel. The government also revealed it had tapped into its emergency supply, releasing around six days’ worth of petrol and five days’ worth of diesel at the behest of the International Energy Agency.

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Australia currently sources its fuel primarily from Asia, mainly from South Korea, Singapore, Malaysia, China, and Japan, nearly all reliant on crude oil from the Middle East.

Some countries in Asia have already started rationing fuel, leading to concerns Australia may follow suit if supplies continue to be impacted by the Middle East conflict.

Australia is no stranger to fuel rationing, most recently in 1979 when the double-whammy of the second 1970s oil crisis, the result of revolution in Iran, combined with prolonged industrial action at Caltex Kurnell oil refinery in Sydney.

To manage the shortages, the government decreed that consumers could only buy fuel every second day, with rationing based on car number plates – those ending in odd numbers could fill up on odd-numbered calendar days, while number plates ending with an even number on even-numbered calendar days. Some exemptions were granted, primarily for essential workers like doctors, nurses and emergency service personnel. 

oil barrels
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The rationing measures lasted several weeks and were effective in controlling queues at the bowser while also curtailing the panic buying that had beset the nation as the oil crisis and industrial action saw fuel supplies slow to a trickle.

To combat fuel shortages during World War II, Australia introduced a coupon-based system with the government issuing ration books. The coupons allowed private motorists to purchase enough fuel for around 32km of driving per week.

There have been no suggestions yet that Australia could face fuel rationing, with climate change and energy minister Chris Bowen telling media last week that fuel continues to arrive in Australia and supply is “locked in” for another month.

“Obviously beyond that late April period, we’re dealing with more uncertainty [and it] depends how the international circumstance rolls out,” Bowen said.

He added that fuel rationing “has not been contemplated as something we need to do in the immediate future. We’re not there and we’re not close to there.”

Legendary BMW tuner AC Schnitzer has announced that it will shut up shop at the end of 2026 after almost 40 years in business. Citing a range of factors like lengthy approval in its German home market, US tariffs and global economic downturn, AC Schnitzer’s parent company Kohl Group has decided to close the company down unless a new buyer can be found.

In a media statement, the brand said steadily rising costs in the development and manufacture of parts are creating “competitive disadvantages” and that the “extremely long approval process for parts in the German system has caused AC Schnitzer to fall further and further behind its non-German competitors”.

“Whether it’s tariffs in the key U.S. market, rising global raw material prices, highly volatile exchange rates in international currencies, or the demise of suppliers on the supplier side: every development has left its mark on the balance sheet. The same goes for the general reluctance to spend, which, amid a global economic downturn that has now lasted four years, has also caused the domestic market in Germany to collapse” the company said.

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AC Schnitzer was founded in 1987 in Aachen, Germany, by Willi Kohl and Herbert Schnitzer. It began by tuning various BMW products and moved into motorcycle tuning, as well as making parts like wheels, suspension components and bodykits. After that, it entered various rallies and touring car races, and branched out slightly by eventually offering tuning kits for Mini and Jaguar Land Rover products, as well as the BMW Z4-based Toyota GR Supra.

Product highlights for the company include the V8 Roadster (1997), which was essentially a V8-powered BMW Z3, the M6 Tension (2005) that was a tuned E63 BMW M6 and its tuned 2018 F90 BMW M5, which became the fastest sedan at the Nurburgring at the time with a lap time of 7:29.50.

Unless a new buyer is found, AC Schnitzer will shut down by the end of 2026, though it will still honour warranties and offer support for products beyond that.