As millions of Australians prepare to travel over the Easter long weekend, authorities are urging motorists to take extra care, with stricter penalties in place across several states.
The annual holiday period is one of the busiest times on the roads, with families heading away for camping trips, caravanning holidays or to visit relatives. But with the increase in traffic comes an increased enforcement presence – and in some regions, the return of double demerit points.
NSW & ACT
For drivers in New South Wales and the ACT, double demerits will apply for five days, running from Thursday through to midnight on Easter Monday. During this period, offences such as speeding, illegal mobile phone use, failing to wear a seatbelt correctly and riding without a helmet will attract double the usual demerit points.
While fines remain unchanged, the increased demerit penalties can quickly add up. For example, using a mobile phone illegally while driving in NSW typically incurs five demerit points, but during the Easter period, that jumps to 10 – enough to put many drivers at risk of licence suspension.
Motorists are also being reminded that school zones remain active on the Thursday before the long weekend, with additional penalties applying for offences committed in these areas.
Western Australia
Western Australia will also enforce double demerits across the same period, but with a broader range of offences covered. In addition to speeding and mobile phone use, penalties will apply to drink and drug driving, running red lights, failing to properly use seatbelts and attempting to evade speed detection.
Police are expected to increase patrols and enforcement measures nationwide, using a combination of visible roadside presence and covert tools such as speed cameras and mobile phone detection technology.
Queensland
Elsewhere, Queensland takes a different approach, with double demerits applied to repeat offenders who commit the same offences within a 12-month period, rather than during specific holiday windows.
Victoria, South Australia, Tasmania and the Northern Territory do not operate double demerit schemes, but authorities in those regions are still urging caution.
The message is clear: a moment’s lapse behind the wheel could have lasting consequences – turning a holiday getaway into an expensive and inconvenient experience.
The Nio Firefly, a cute as punch city-sized hatchback, has been approved for sale in Australia.
The compact four-door hatchback is the the latest in a long line of EV brands from China and while there has been no announcement on when it will land in local showrooms, it has received the all-important Australian Design Rules approvals to allow it to go on sale here in Australia.
Australian government-issued documents reveal a single electric motor, with outputs of 105kW and 200Nm driving the rear wheels. In Europe, where the Firefly has already gone on sale, a 41.2kWh battery pack provides a WLTP-tested 330km of driving range. DC charging is capped at a maximum rate of 100kW, replenishing the battery from 10-80 per cent in a claimed 29 minutes.
Pitched as a premium offering in Europe, the Firefly is priced from €29,900 translating to around AU$50,000. That would make it extremely uncompetitive in a market where similar offerings such as the BYD Atto 1 starts from $23,990. It’s worth noting, however, that Chinese cars have been heavily taxed in Europe in a bid to ensure European car makers remain competitive.
In its home market of China, the Nio Firefly is priced at around ¥120,000 or around AU$25,000.
Its compact dimensions – 4003mm long, 1781mm wide and 1557mm tall, sitting on a 2615mm wheelbase – place it firmly in the light, or city, car category where it would go up against the likes of the battery-electric BYD Atto 1 hatchback (from $23,990) and a smattering of petrol-hybrid cars including the MG3 (from $27,888 for the entry-level hybrid Excite), and Toyota Yaris (from $28,990).
Equipment levels for Chinese market cars include a 13.2-inch infotainment touchscreen, 6.0-inch digital instrument display, a panoramic glass roof, seat heating and a comprehensive suite of active safety systems that contributed to a five-star Euro NCAP safety score issued in 2025.
Nio began making the Firefly for right-hand drive markets late last year, with Singapore the first RHD market to receive the compact hatchback in January 2026 with the UK set to follow later this year.
Australians will see immediate relief at the bowser following today’s National Cabinet meeting, with Prime Minister Anthony Albanese announcing a series of measures aimed at tackling rising fuel costs and strengthening supply.
Front and centre is a temporary cut to the fuel excise, which will be halved for the next three months. The move is expected to reduce fuel prices by 26.3 cents per litre, offering some respite for households and businesses grappling with escalating living costs.
The fuel excise — currently set at 52.6 cents per litre — is a federal tax applied to petrol and diesel, traditionally used to fund transport infrastructure such as roads and highways. By reducing it, the government hopes to deliver immediate cost-of-living relief while broader supply challenges persist.
Alongside the tax cut, the government also announced the creation of a national fuel security plan. The plan, which will be adopted by all states and territories, is designed to strengthen Australia’s fuel supply chain and ensure greater resilience during periods of global uncertainty.
While details are still to be finalised, the initiative reflects growing concern about the country’s reliance on international fuel markets and the impact of global disruptions on local availability and pricing.
In a further move aimed at supporting key industries, the government will also suspend the heavy vehicle road user charge for three months. The charge, typically applied to trucks using Australia’s road network, will be reduced to zero for the duration of the relief period.
Prime Minister Albanese said the decision was made to support the freight sector and help keep essential goods moving across the country.
“It’s about helping truckies continue their vital work for our nation,” he said.
The combination of measures is designed to ease immediate financial pressure while maintaining supply chains and economic stability. However, with the changes set to last three months, questions remain about what happens once the temporary relief ends.
For now, though, motorists and businesses alike are likely to welcome any reduction in fuel costs as global pressures continue to weigh heavily on Australia’s economy.
Wheels has received multiple inquiries from readers over the past six months asking about plug-in hybrid (PHEV) technology, how it works, whether it’s as efficient as the manufacturers’ claims, and whether it’s technology buyers should consider before signing on the dotted line.
In particular, the litres per 100km figure that is often quoted, doesn’t always make sense, certainly not in the traditional way that we’ve read those claims. It’s worth remembering fuel consumption tests exist only to compare one vehicle to another under the exact same laboratory conditions. It’s why cars very rarely come close to matching the claim in the real world.
Chery’s Super Hybrid system is one we’ve been asked about more than once, specifically, with impressive range claims attracting people to technology they might not have otherwise considered.
Right off the bat, I can tell you this. Last year, I got behind the wheel of a Jaecoo J7 (a Chery brand) in Cape Town, South Africa, and driving to normal traffic conditions, at the posted speed limit, on roads very similar to ours here in Australia, covered 1170km.
The tank was sealed, it wasn’t plugged in to charge at any point over the drive, and after we arrived at the airport in Port Elizabeth, the J7 had to travel another 50km back to the transport base, cracking the 1200km range, thus delivering on the claim.
Over the 1200km that equated to a 5.2L/100km real-world consumption, over and above the fact that your daily commute would be covered by the 90km electric-only claim.
And with most PHEVs now offering 90km or more in pure-EV range, Aussies are starting to see the value in technology that was previously maligned.
The J7 is very similar in proportion to a RAV4, with medium SUVs one of the sweet-spot segments in the Australian new car market. And we know that a RAV4 will average mid 5L/100km figures around town every day of the week.
As we’ve seen with other advancements in pure-electric technology, China’s manufacturers are leading the charge with PHEV technology as well. The sheer volume available to them, and the depth of engineering investment, means manufacturers in China can bring technology to market faster, and in ways other automakers can’t match.
Wheels recently spoke to Chery’s Executive Director of Engineering, Peter Matkin, to find out why the carmaker has taken the path it has.
Early PHEV systems were significantly less nuanced than the Chery system we’re looking at here. A fully-charged battery drove the vehicle for however long it could, then when it was depleted, the petrol engine kicked in, and had to drag a largely-ineffective electric powertrain around that wasn’t doing anything. It meant that real-world fuel consumption figures were significantly higher than a more conventional closed-loop hybrid that was efficient all the time. Further, it was easy to deride a system that claimed 50km – or less – of pure-EV range as nothing more than a sideshow.
In designing not only its own engine and electrical system, but also a dedicated transmission, Chery is honing in not just on driveability, but also efficiency, whether you have a fully charged battery pack or not. According to Matkin, in-house development is the key.
Chery has designed its own hybrid-specific transmission, rather than look to an external supplier, and Matkin says that is one of the keys to achieving the end result the brand is looking for.
“The way we’ve engineered the transmission, and the way we’ve built the brain to control it, gives us the freedom to get exactly what we want out of it, rather than be told, ‘this is what you’re getting’,” says Matkin.
“There are some components and technologies where if you’re an expert, we will hire you to come in-house, but critical systems like the engine and transmission, we do in-house ourselves. Because when you’re trying to integrate these critical systems,
it’s not so easy when you’re working with a third party.
“As long as you have the volume, it’s easier to do yourself and I think if we had gone to a company and asked for the transmission to work the way we’ve got it working, they would have said, ‘no, we don’t do it like that’.”
Where a conventional PHEV relies on regular charging up to 100 per cent to deliver its best performance, Chery’s take on the fuel-saving technology via its Super Hybrid system will keep a minimum level of battery charge at all times.
That means the drivetrain can deliver consistent performance across varied driving conditions. Crucially, even if you never plug in Chery’s PHEV, as some owners confess they don’t, the system still operates efficiently.
Using the Tiggo 8 Super Hybrid as an example, Chery claims up to 90km electric range, thanks to its 18.4kW/h battery pack, which feeds power into a 150kW/310Nm electric motor. Then there’s a 1.5-litre, four-cylinder, direct injection petrol engine, with class-leading thermal efficiency and an electronically-controlled turbocharger.
Matkin says ensuring the engine can breathe to its optimum, maximising the combustion value, and squeezing every last bit of energy out of every drop of fuel is key.
Crucially, the engine has been designed – and the clever control system tailored – to work with a PHEV powertrain from the outset. The control unit ensures the battery never dips below 20 per cent state of charge, meaning there’s always electric power in reserve. The concept of engine as generator isn’t new of course, but Chery has refined the way the system works to deliver significantly better all-road efficiency in real-world driving.
“The way we’ve engineered this hybrid system, you still get the benefits of electricity because you’re still charging the battery while you’re driving and the powertrain has the option to either drive the wheels or charge the battery,” Matkin tells Wheels. “It’s not like some of the early hybrid systems where you used all your electric power and once it’s gone, it’s gone.
“Then you’re just lugging this battery around, that is doing nothing.”
Subtlety was always going to come to the workings of a PHEV system, but the changes have been swift, with Chery adamant that all-round efficiency is as important – if not more important – than the initial electric-only range.
“This system is absolutely a little different to what a lot of other established OEMs have done,” says Matkin. “We’ve kept this capability to have some electrical support, and you’ve also got the Atkinson cycle combustion engine support. Battery management is quite critical, and the brains of how you control the system, how to protect it from heat, the cell technology of the battery, for example. So it is a little bit of everything, but the efficiency of the internal combustion engine is the heart of it.”
With a long history in automotive and much of it spent at companies like Jaguar/Land Rover, Matkin is well-placed to dissect the inertia that comes with ‘we do it this way’ engineering. And after more than a decade working in China, his message is clear. The might of manufacturing and the will to succeed with a new way of thinking is a reality.
Thermal efficiency is one example, with Chery approaching 50 per cent efficiency, something previously the domain of F1 level technology.
“Well, there’s still 50 per cent to go,” Matkin says. “From an engineering point of view, we’re already thinking, what can we do to make this work better? Can we get there or not? I don’t know. But we’re going to aim for it.”
This story first appeared in the March 2026 issue of Wheels magazine, now on sale. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.
On Saturday April 5, daylight saving time will end with the clocks being wound back by an hour for many states, including New South Wales and Victoria. With that important change, many drivers will find themselves driving more often in darker light, including during commuting. Because of that, insurance comparison service iSelect has provided their expert tips on how to get your vehicle ready for more night time driving.
Australians do just 25 per cent of their driving at night, yet 40 per cent of all road fatalities occur after dark, according to a 2022 study by Monash University. This raises concerns for drivers who will spend more time driving in the dark during this period.
“The end of daylight saving for many of us will re-introduce driving in darker conditions. Driving in the dark is more dangerous because depth perception, colour recognition and peripheral vision can be compromised, and the glare of headlights from an oncoming vehicle can temporarily impact drivers’ sight,” says Adrian Bennett, General Manager at General Insurance.
“Driving in the dark comes with extra risks, mainly because you simply can’t see as far ahead as you can during daylight. The safest approach while driving is to slow down and leave more space between you and the car in front so you have more time to react if something unexpected happens.
“If oncoming headlights feel blinding, try focusing on the left side of the road rather than looking straight at them. It’s also important to stay alert for pedestrians, cyclists and animals, especially on rural or poorly lit roads where hazards can appear suddenly.”
Tips to get your vehicle ready for night driving:
- Keep the windscreen, windows, mirrors, and headlights clean to reduce glare. Use a microfiber cloth and a streak-free glass cleaner, and wipe mirrors and windows inside and out for maximum visibility.
- Ensure that your headlights, taillights and brake lights are fully functional and correctly aligned. Check them at least once a month or before long trips. If alignment seems off, have them professionally adjusted.
- Make sure your headlights are actually switched on at night. Most cars feature an automatic mode for their headlights, but many also feature a fully off mode and lit instrument panels give the impression that headlights are switched on. Therefore, check that your headlights are in automatic mode or the low beam setting to ensure maximum visibility and so other motorists are able to see you. Regardless of if your car features automatic headlights or not, switch them on in rainy conditions.
- Use high beams on dark, rural roads, but switch to low beams when within 200m of other vehicles.
- Dim the dashboard lights to help your eyes adjust to the dark. Most cars have a small knob or dial near the instrument panel labelled with a light icon or it might be part of the touchscreen settings.
Find out more about iSelect by clicking here.
With fuel prices rising and global supply under pressure, many drivers are looking for practical ways to reduce their reliance on petrol and keep running costs under control. While small changes in driving habits can help, choosing a more efficient vehicle can make a far greater long-term difference.
For those considering a switch, the current market offers plenty of options – from hybrids to fully electric vehicles – each designed to deliver meaningful savings at the bowser while maintaining everyday usability. The right choice will depend on your lifestyle, driving patterns and budget, but the goal is the same: using less fuel and gaining greater efficiency.
With that in mind, here are some standout models available now that can help lower fuel consumption and ease the impact of rising costs.
Toyota Yaris Hybrid: From $28,990 plus on-road costs
Drivetrain: 1.5-litre three-cylinder hybrid, 85kW, eCVT, front-wheel drive
Combined fuel economy: 3.3L/100km
The Toyota Yaris, which uses a 1.5-litre three-cylinder hybrid system making a peppy 85kW of power, is Australia’s most fuel efficient car without a plug, providing claimed combined fuel consumption of just 3.3L/100km. The Yaris is also good to drive, well equipped with safety features and reasonably practical as well.
BYD Sealion 5: From $33,990 +ORC
Drivetrain: 1.5-litre four-cylinder plug-in hybrid, 156kW, DHT, front-wheel drive
Battery size, electric range: 12.9kWh or 18.3kWh, 71-100km (NEDC)
Combined fuel economy: 1.2-1.3L/100km (full charge), 4.5-4.6L/100km (low charge)
The BYD Sealion 5 is new to the Australian market but is well priced from $33,990 +ORC. It also features an efficient plug-in hybrid drivetrain making 156kW of power with up to 100km of electric driving range and a practical, in-vogue mid-size SUV body. It currently holds the title of Australia’s cheapest plug-in hybrid, and there’s also plentiful stock available for you to take delivery soon.
Chery Tiggo 7 Super Hybrid: From $34,990 driveaway
Drivetrain: 1.5-litre four-cylinder turbocharged plug-in hybrid, 255kW, DHT, front-wheel drive
Battery size, electric range: 18.4kWh, 93km (NEDC)
Combined fuel economy: 1.4L/100km (fully charged)
The Chery Tiggo 7 Super Hybrid, priced at just $34,990 driveaway, is impressively fuel efficient with a claimed 93km EV range and a total range of 1200km. The Tiggo 7 is also quite practical and well equipped for a small-medium SUV, and its stunning value for money is exactly what we expect from Chery.
Mazda CX-60 plug-in hybrid: From $63,790 +ORC
Drivetrain: 2.5-litre four-cylinder plug-in hybrid, 241kW, eight-speed auto, all-wheel drive
Battery size, electric range: 17.8kWh, 78km (NEDC)
Combined fuel economy: 2.1L/100km (fully charged)
Mazda’s first plug-in hybrid in Australia is the mid-size CX-60 and it features a strong 241kW 2.5-litre plug-in hybrid drivetrain with up to 78km of electric driving range that’s also capable of a low 2.1L/100km combined fuel consumption. There are also mild-hybrid versions of the CX-60, including a 187kW diesel that returns just 5.0L/100km on the combined cycle, giving buyers plenty of options to save fuel at the bowser.
BMW X1 xDrive25e: From $79,500 +ORC
Drivetrain: 1.5-litre turbocharged three-cylinder plug-in hybrid, 180kW, seven-speed dual-clutch, all-wheel drive
Battery size, electric range: 14.2kWh, 76km (WLTP)
Combined fuel economy: 2.8L/100km (fully charged)
The BMW X1 is one of the best small SUVs available thanks to its roomy cabin – check out that headroom! – great driving experience and long list of features. While the electric iX1 has been on sale for a while now, the plug-in hybrid X1 xDrive25e is now available with a claimed WLTP electric driving range of 76km. Its 180kW PHEV drivetrain is strong, and if kept charged, will return just 2.8L/100km of fuel useage.
Geely Starray EM-i: From $37,490 +ORC
Drivetrain: 1.5-litre plug-in hybrid, 193kW, 18.4kWh battery, DHT, front-wheel drive
Claimed combined fuel consumption: 2.4L/100km
EV range: 83km
The Geely Starray entered the Australian market in late 2025 but is already selling well thanks to its impressive 83km electric-only range and combined fuel consumption of only 2.4L/100km (if fully charged). The Starray is also well equipped, practical and its cabin quality is excellent, too. Like all plug-in hybrids, if you charge the Starray regularly, it has the potential to significantly reduce your fuel bills.
GWM Haval H6 hybrid: From $40,990 driveaway
Powertrain: 1.5-litre four-cylinder turbo hybrid, 179kW, two-speed auto, front- or all-wheel drive
Fuel efficiency: 5.2L/100km
The GWM Haval H6 was given a comprehensive update in the second half of 2025 which improved its styling and dynamics, gave it a new touchscreen system and improved its value further. The base Lux hybrid is available from just $40,990 driveaway but is often discounted further (currently it’s priced at $36,990 driveaway). Its hybrid system is quite punchy and gives good performance, but it’s rated at just 5.2L/100km on the combined cycle, giving potential for a significant fuel use cut. A plug-in hybrid with 100km of electric range is also available.
Kia EV3: From $46,990 driveaway
Powertrain: Single-motor electric, 150kW, single-speed, front-wheel drive
Battery size: 58.3kWh – 81.4kWh
Claimed WLTP range: 436km (Air Standard Range) – 604km (Air Long Range)
The Kia EV3 is the brand’s cheapest electric vehicle in Australia, but it’s also one of its best. Prices currently start at $46,990 driveaway for the entry-level Air, and its 58.3kWh battery gives it a claimed WLTP range of 436km, which is more than enough for city driving, though the Air Long Range’s 604km rating is a lot more. It’s well equipped across the range, and a seven-year pre-paid service plan costs $1929 or just $275 per year.
Hyundai Kona Electric: From $54,000 +ORC
Powertrain: Single-motor electric, 99kW or 150kW, single-speed, front-wheel drive
Battery size: 48.6kWh – 64.8kWh
Claimed WLTP range: 370km – 505km
The first-generation Hyundai Kona Electric was one of the first mainstream EVs that was sold in Australia, with the second model building onto that with a more sophisticated and more practical package. Prices start at $54,000 plus on-road costs, though at the time of writing, Hyundai is offering the entry-level model for just $45,990 drive away, suggesting that there’s plentiful stock around. If electric power isn’t your thing, the Kona Hybrid is also on offer, with fuel consumption of just 3.9L/100km.
MG ZS Hybrid+: From $30,990 driveaway
Drivetrain: 1.5-litre four-cylinder hybrid, 155kW, three-speed auto, front-wheel drive
Combined fuel economy: 4.7L/100km
The MG ZS Hybrid+ is one of Australia’s cheapest hybrid vehicles and was awarded Wheels Best Small SUV for 2025. Priced from $30,990 driveaway, even the entry-level Excite is well equipped. Under the bonnet is a powerful 155kW 1.5-litre hybrid system that is capable of just 4.7L/100km combined fuel consumption, which is impressively low. In addition, the ZS Hybrid+ is practical, good to drive and covered by a long warranty.
Honda HR-V e:HEV: From $39,900 driveaway
Drivetrain: 1.5-litre four-cylinder hybrid, 96kW, CVT, front-wheel drive
Claimed combined fuel consumption: 4.3L/100km
The Honda HR-V e:HEV hybrid is one of the best small SUVs you can buy and with combined fuel consumption of just 4.3L/100km, it’s also one of the cheapest to run. Using a peppy 1.5-litre hybrid drivetrain making 96kW of power, the HR-V hybrid is also more than grunty enough for most. It’s also extremely practical thanks to Honda‘s Magic Seats, it drives well and is also well equipped across its two-model range.
Mercedes-Benz EQB 250+: From $90,000 +ORC
Powertrain: Single-motor electric, 140kW, single-speed, front-wheel drive
Battery size: 70.5kWh
Claimed NEDC range: 564km
The Mercedes-Benz EQB 250+ is one of the only seven-seat electric SUVs you can buy in Australia, and there is plentiful stock available, at least according to the brand’s local website. Using a 70.5kWh battery for a healthy 564km claimed range, the EQB 250+ is cheap to run and offers plenty of performance at 140kW. Its cabin is high quality, as you’d expect for a Mercedes-Benz product, and it’s capable of seating seven – though keep the third row to kids as it’s not huge.
Let’s deal first with the driving itself. Even before this current conflict broke out we’re regularly asked if there’s any way you can reduce fuel consumption with your driving behaviour. And, while the reduction won’t be dramatic, there’s certainly gains to be made.
Driving behaviour
The first is the way you drive, and you can easily make changes there. Don’t nail the throttle when you take off, don’t work the engine up and down the rev range unnecessarily, try to be as smooth as possible with your inputs, and don’t slam the brakes on at the last minute. If you think and act smoothly, you’ll be as efficient as you can possibly be. Accelerating up and down – as so many drivers do – is silly, too. Get to the speed limit, and stay there as smoothly as you possibly can.
Mechanics tell me all the time that we’ve lost the art of allowing our cars to warm up, and it’s a fair point. Start car, select Drive, and take off. It’s what nearly all of us do. But, the most efficient way for an engine to work is within its optimum parameters, and that normally occurs once it’s warmed up. Mechanics tell me you might think you’re burning fuel in the short term, but you’re potentially saving it in the long run.
Tyres
The other factor we neglect, which is as much a safety issue as it is an efficiency one, is tyres. Under inflated or worn tyres, have the potential to force your car to use more fuel than it needs to. Ensure your tyres are in good condition, not more than five years old, and inflated to the required placard recommendation. And, make sure your serving and maintenance is up to date, too.
Weight
The final easy change you can make to your daily driving habit, is to rid your vehicle of anything you don’t need. Extra weight means extra fuel use. Unload the boot, don’t use your vehicle for storage, and yes 4WDers, that means the roof top tent, and all the heavy camping gear you use once a month. Take that out of your vehicle, and you’ll almost certainly use less fuel.
Car pooling
One of the most sensible changes that politicians have suggested, among the numerous stupid ideas, was the concept of car pooling. Look around you on the roads and you’ll see how many cars have one person in them. Often the result of necessity rather than choice, those of us who can car pool should consider it, especially if it works in with your daily routine.
Driving alternatives
The other – obvious – change you can make is don’t drive if you don’t need to. Walk if you can, catch the bus or train if you can, don’t head up the road for a drive unless you really need to. We’re all guilty of driving somewhere we could walk to, or driving when we know we could use public transport. These suggestions fall under the banner of ‘doing your bit’, but added up, they make a big difference.
Back when fuel was on overage $2.10 per litre, RACQ data showed that an average car using 11.1L/100km could consume $1200 less fuel in a year, by driving 100km less each week. With fuel costs climbing, that saving gets even more consequential.
A study by Youi Insurance is concerning though, with the results showing just how quickly surveyed Aussie households thought they would struggle if fuel access because constricted. Around 45 per cent of households said they could conduct their regular daily activities for a week or less, nine per cent said they could last only one to two days, while 17 per cent said they could last three to five days. What the results show, is just how heavily we rely on the ability to get around on a whim, in our cars.
While numerous scenarios have been touched on by government, the broad advice is clear. Drive as little as you’re able, and be as smooth as you can when you do it. Matthew Burke, a former transport researcher based in Brisbane told the ABC recently that Australians could make material changes.
“For most Australians, you can actually get rid of about one-fifth of your motoring pretty easily,” he said. “A lot of Australians in the cities do actually have a public transport option that can replace one or two journeys a week. It does mean sacrificing certain things or reorganising your life in little ways but none of these are dramatic, huge changes to your lifestyle.”
The Chevrolet Corvette Grand Sport nameplate is back, and it arrives with more muscle, more technology and a sharper focus on performance than ever before.
A familiar badge in Corvette history since the C2 era, the Grand Sport has long represented a sweet spot between everyday usability and track-ready capability. Now, on the latest mid-engined C8 platform, it returns with a significant mechanical upgrade headlined by a new, larger-capacity V8.
At the heart of the new Grand Sport is a 6.7-litre naturally aspirated V8 producing 399kW and 705Nm – making it the most torque-rich non-electrified Corvette engine to date. Replacing the outgoing 6.2-litre unit, the new engine benefits from a range of upgrades including forged internals, a revised intake system, a larger throttle body and a higher compression ratio.
Power is delivered to the rear wheels via an eight-speed dual-clutch automatic transmission, with performance expected to improve on the Stingray’s already brisk 0–100km/h sprint of around 3.5 seconds. A centrally mounted quad-exit exhaust system, visually reminiscent of the ZR1, promises a suitably aggressive soundtrack.
Alongside the standard Grand Sport, Chevrolet has also introduced a new electrified variant: the Grand Sport X. Borrowing technology from the Corvette E-Ray, it adds a front-mounted electric motor delivering all-wheel drive. Combined with the new 6.7-litre V8, total system output climbs to an impressive 538kW – making it one of the most potent Corvettes ever produced.
Chassis technology has also been enhanced, with the latest fourth-generation Magnetic Ride Control system adjusting suspension damping in milliseconds to suit road conditions. For those seeking greater track capability, optional performance packages add upgrades including Michelin Pilot Sport 4S tyres, Z06-derived braking hardware and, at the extreme end, carbon-ceramic brakes and Cup 2R tyres.
Visually, the Grand Sport retains its iconic cues, including the classic blue paint with white stripes and red accents, alongside new badging and forged alloy wheels measuring 20 inches at the front and 21 inches at the rear. Inside, a bold Santorini Blue interior adds a distinctive finishing touch.
Pricing has yet to be confirmed for Australia, though the Grand Sport is expected to sit above the Stingray – and potentially rival the electrified E-Ray – should it arrive locally.
Australia’s independent safety test body recently announced it would turn its testing sights on the full-size US trucks and other heavy vehicles that have become increasingly popular on Australian roads.
“We didn’t really know what the safety pedigree is like on these big utes,” ANCAP chief executive Carla Hoorweg told news.com.au. “They’re pretty new into the market.”
Hoorweg was referring to the revised testing protocols – to come into play in 2029 – which will test more closely the aspect of blind spots and what safety experts refer to as ‘direct vision’. That specifically looks at what the driver can see physically through the windows rather than what cameras and digital mirrors project.
The new rules will be developed in concert with Euro NCAP’s revised testing protocols, no surprise given the work ANCAP and Euro NCAP already do together, with the two bodies agreeing that improved visibility around a vehicle is key in reducing the likelihood of a serious crash.
Where the new testing gets interesting is that factors like thick A pillars, massive rear-view mirrors mounted up into the top of the windscreen or thick B and C pillars will also be penalised – something that isn’t just the malaise of full-size trucks. Plenty of smaller, compact vehicles, in all popular segments could do with improved visibility.
On one hand, the continued popularity of full-size trucks ensured that ANCAP would take a closer look at them and their standard features. It’s now a legitimate segment comprising RAM 1500, Chevrolet Silverado 1500, Ford F150 and Toyota Tundra, with RAM and Chevrolet also offering 2500 heavy-duty variants.
On the other hand, trucks of this size are an easy target and the narrative that they are ‘monster sized’ or ‘taking over the streets’ is patently untrue. RAM ticked past 30,000 sales in July 2025, a decade after it created the remanufactured to RHD segment in Australia, and even when you factor in the new entrants, and our 1.1 million or so vehicles sold every year over the past decade, the percentage of that total that are US trucks is small.
The ‘monster-sized’ argument overlooks the bloating of just about every other segment in the new-car market, of course, with electric vehicles like the Kia EV9 (below) weighing almost as much as a Ford F150. Would a pedestrian fare better being hit by a 1990 model small hatch? Or a 2026 model of the same segment?
Cars are obviously significantly safer now than they were, but it’s worth remembering the anti-US sentiment revolves around pedestrian safety. Further, the primary job of any new car is to keep the occupants within it safe, first and foremost.
Further, what passes as a ‘regular’ dual cab is now significantly larger than it was a decade ago,
and the likes of Nissan Patrol, Land Rover Defender, Range Rover, Toyota LandCruiser 300
Series, and even newcomers like the Denza B8 take up some serious real estate on the road.
Just because they are more visible, doesn’t necessarily justify the hysteria that’s often directed at
them. There’s little doubt we all want safer cars, but more safer features doesn’t always mean
safer either, which is why it’s incumbent upon the testing bodies to ensure the systems work, rather
than just being present.
Like their smaller dual-cab siblings, US truck popularity shows little sign of slowing down in this
market, but let’s park the hysteria and deal in the facts. It will be interesting to see how ANCAP’s
revised testing pans out in a few years.
First published in the November 1970 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.
The Tonsley Park engineering alchemists brewed up a Jekyll and Hyde personality for this test-tube groove-gadget that makes it a race-track winner as well as a fine family holiday coupe.
Chrysler scored with its Hardtop because it chose to build the beast on the VIP wheelbase – offering a different style, prestige and size alternative to the Monaro. Any reason for lack of expansive sales success must be sourced back at the variety in the range – and Chrysler’s Hardtop lacked options in the most important category of all – performance. You’ll recall GM bombed the market with Monaros for everyone from boy-racer to short-sighted, slow-witted retired businessmen. It cost them plenty in organisation and production line difficulty, but it paid pretty well down at the showroom end.
The Valiant Pacer Coupe/Hardtop/Two-Door (Chrysler still hasn’t given it a strong model identification), is the first real performance machine in the two-door body style. And it is a winner.
The car was released on August 5, but I picked up the test car more than two weeks before that. Since security obviously couldn’t be observed in a bright (Thar She) blue coupe with brilliant red stripes that ripped down the side and slashed over the boot, I headed off into the snow country to capture some deep contrasty colour – answering numerous enquiries from car fanatics (particularly Valiant owners) on the way.
It is 330 miles into the heart of the NSW snowfields from Sydney, and together with full road testing, track testing and general photography missions I logged over 1100 miles in the coupe before Chrysler sent in a Fleetways semi-trailer to collect it for the next test. The mileage was totally comprehensive covering the best and worst of every road condition you could ask or fear for.
It only takes a few miles behind the wheel to pick most of the car’s good and bad points. Seating and driver comfort is at the centre of the issue and raises some of the Coupe’s greatest anomalies. Chrysler says the seats (now with reduced tombstone squabs) have been lowered into the body in keeping with the car’s lines. Unfortunately the combination of low seat/high steering wheel is uncomfortable for every short driver we sat behind the wheel.
The seats also have relatively poor lateral support for high speed work, although the lap-sash safety belts improve the situation considerably. On the test car, they were regrettably the magnetic buckle type, which I don’t like because of their impositive locking system. However, the seats are firm and comfortable and don’t leave you with aches and pains over long distances. They are also well harmonised to the car’s spring rates and don’t set up body pitch that multiplies the suspension movement.
The instrumentation is aesthetically pleasing, but as Wheels has previously noted, functionally inadequate. Speedo and tacho are readily confused even after 1500 miles, and a simple dial colour identification, or red-band area for the tacho would silence criticism. The finicky half-circle horn ring operates a fine open road blaster that shifts stragglers and wanderers from yards off. Clutch position is a little disappointing because of its height (again for small drivers), but it is smooth and light. A pleasing note is the matt black treatment of dash areas and windscreen wipers as well as the optional bonnet panels.
The car is light to steer and the controls are easy to reach and operate. The dipswitch on the floor is still an iffy installation for high speed nightwork, but it controls an excellent pair of square headlamps. Windscreen washers are still the most efficient of the Big Three main-line product range.
With more time and faster mileage you rapidly discover the Valiant Coupe’s real pleasures. For a big car it handles remarkably well (ours had no Track Pack performance option) and can be pointed hard around the tightest corners with no tyre squeal. Apart from race track lapping, I found it virtually impossible to provoke any sort of protest from the rubber (Olympic GT radial, although I later tried a second car on Michelin XAS with identical results).
The throaty engine (the muffler system puts out a quiet burble) booms you up through the threespeed ratio range to easy 100mph-plus performance in short distances. I read 100 mph at the end of each Hardie-Ferodo Proving Ground short straight, which contributed largely towards the excellent lap times (51.6 seconds). Grabbing a whole bunch of revs gets the car off the line in a standing start with a full 30 yards of wheelspin, mobilising the car quickly and making 16.4 second standing quarter-mile times a comfortable reality. Zero to 60 mph comes up in 8.8 seconds and the car will make 90 mph well under 20 seconds – 18.9 seconds.
A Sure-Grip limited slip differential is Chrysler’s optional equipment and should cut the wheelspin. Unfortunately it has little other benefit on the Coupe Pacer, since oversteer and wheelspin control isn’t a great aspect of handling.
Around Oran Park, the car was very fast with effort and concentration. Race-type braking shows the faults in the car’s rear suspension layout as a downshift too early will Jock up the tail in a series of short, wild leaps that quickly send you off the end of the corner. At Oran, the car could be braked quite late at an indicated 100 mph, but the stoppers had to be used in ‘angel’ gear and second could only be pulled-in a few yards before starting the turn into the corner. From this viewpoint, non-power assist for the big discs was comforting, as it gave more progressive feel.
Power is optional, and women will probably need it, but the car still pulls up with relatively light pedal effort.
To break 60 seconds at Oran (59.5) I found a late-braking oversteer entry to the three major corners (CC, Robin Orlando and Energol) was essential. Aimed at the corner in oversteer the nose couldn’t be kept tight with lots of power loading the tail and keeping it floaty. Once the nose took over and the dreaded understeer set in, the car could only be got around by backing off and tightening up. Tyre pressures for successful fast lapping dropped from 45 all round to 45-38 (front/rear) without making the car a beast to handle. And the times are impressive – remember Falcon GT HOs and Monaro 350s up to 1969 vintage couldn’t break the minute in road test trim.
But most drivers will only want to explore the car’s road potential and they’ll mostly come back happy. The car was a delightful tourer and with the layback seats made an ideal sleeper for the co-pilot, keeping one team member always refreshed and ready for a driving stint during our long-distance
hikes. For summer conditions, the all-windows-down cockpit air conditioner is a marvellous exhilarant, and in winter and cold, the seals are tight enough to be draught and whistle-free.
Rear seat legroom is poor, and passengers there get uncomfortable on big mileages without breaks. The problem is a fairly steep rake to the roofline, and an enormous boot which encroaches forward into the passenger compartment.
Although striping generally tends to make a classy car look a bit ritzy, the Chrysler effort on the Pacer Coupe is acceptable to most tastes. It enhances the long lines of the car, emphasising the Dodge Charger-style sweeping panels and underlining most people’s impression of the car as a good looker. And don’t knock those stripes as being gaudy American – they’re basically a variation of the new Gordini stripes on the Renault 12.
I was rather disappointed to note Chrysler didn’t produce a special version of the Coupe for one of its two Bathurst class contenders, as the Coupe certainly looks far more impressive on the track and would have been popular with race fans. Although it weighs-in 80 or 90 lb heavier than the sedan in basic form a bit of simple lightweighting for the Bathurst cars could have eliminated the difference.
And that big Bathurst tank would have given the Coupe a far more acceptable cruising range – at our worst 16 mpg touring figure, the tank lasts only 240 miles, which isn’t good enough for Australian country motoring. At 19 mpg which is possible with lower top speeds and a gentle foot, the range looks a lot better.
Around town, using either first and third or second and third, you can bump fuel economy to better than 24 mpg and still keep ahead of the traffic. Using all three gears produces economy ranging from 16 mpg to a maximum 22 mpg.
The engine is willing and torquey – and isn’t visibly troubled by the slightly heavier Coupe body, recording identical acceleration times to the sedan. Unfortunately Chrysler still doesn’t officially quote horsepower figures, but the regular Pacer sedan and Pacer Coupe produce pretty close to the 185 bhp mark. The Coupe retails for $3178, making probably the best value in the range.
Moving up the scale, the special edition Pacer sedan produced for Class C with 200 bhp from a modified camshaft and better manifolding, sells for the same as the Coupe – $3178. The Class D car rates 50 bhp above the standard car for about 235 bhp – and you’ll buy it at $3358. The 245 four barrel (400 cfm Carter) is beefed from the crankshaft (including special vibration damper) to the top end (ram-type alloy inlet manifold, low-restriction air cleaner). It has shot-peened con rods. A twin-disc diaphragm spring clutch and 35 gallon fuel tank also identifies the Bathurst cars.
Under highly favourable conditions which slanted the watches in the Valiant’s favor (slight downhill, tailwind) the four barrel rattled off 15.6 second quarters with minimal startline wheelspin – that’s well down on the Coupe’s best of 16.4.
But the Coupe puts down its respectable times with litte apparent effort, and this is the most significant feature of the car’s open road behavior. Our snow country marathon was logged in well under 24 hours from departure to return, without straining the crew. For those who’d like to exploit the last few weeks of a great snow season left after this issue hits the bookstalls, here are some basic guidelines…
For new-boys, hire gear is the wisest move. It gives you the opportunity to find out whether you’ll enjoy skiing, without paying heavily for the privilege.
There are numerous top ski shops around, and many – like the Kosciusko Centre – have hire centres in both Sydney and the snowfields. We got our gear from Ski Sports Australia in the Strand Arcade, Sydney, because owner (Dave Roebuck) and manager (John Tuxford) are old motor racing men and have special deals for motoring enthusiasts. They’ll hire you everything from ski pants and parkas to skis and boots, although you’ll have to buy a few small items – gloves (from $1.80 pair), goggles (from $1.50 pair), balaclava (if you need it), ski wax and so on. Hire fees are nominal and put you in good equipment. Ideally you’ll bolt your skis on top with Pirelli racks, which you can buy or hire, and a set of chains to stow in the boot for emergencies is essential (any hire shop – Kennards in Sydney).
Sydney snow enthusiasts can head into the slopes through Canberra, Cooma and Jindabyne. Ideal starting place is the Perisher Valley (you can drive in for the day, or park below the snowline at Sawpit Creek for longer periods). You can get instruction on the spot, and the bottom of the main T-bars is a bare few minutes from the roadway. The car also needs anti-freeze (two quarts for the Pacer) which lasts 12 months if your radiator doesn’t use water. Alternatively, you can drain the engine and fill up to restart.
The Pacer Coupe handled ice-covered roads without chains provided it was driven sensibly. We drove up many of the access roads to chalets for photography and didn’t once stop the car. A simple rule is to keep the car moving gently, don’t brake – just use the gears – and try to stop the car where a downhill start is possible. With chains you can afford to be more daring, but it’s best to keep to real roads or hard packed snow-cat tracks.
For those who think Australian cars mightn’t be too well suited to cold conditions, the Pacer Coupe has all the answers. It fired at the first hint of the starter motor catching and provided heater warmth in a few minutes. Brakes worked instantly (never pull the handbrake on – you can freeze the linings to the drum) and the car could be driven out on evening ice at moderate speed without drama.
Having proved the Pacer Coupe out as a fully fledged snow-bird I’d rate it as a very versatile six cylinder prestige sporting wagon. After all, there aren’t too many $3000 cars that will give you class wins in Series Production racing one weekend, and top pose value in the snowfields the next.
