If the ongoing conflict in the Middle East has taught us anything, it’s just how dependent Australia – and the rest of the world – is on a secure and uninterrupted supply of petrol and diesel products.
But amid growing concerns that prolonged conflict could see our fuel reserves slow to a trickle and eventually dry up, more and more Australians are looking to electric vehicles to fulfill their motoring needs.
According to various data, including from Google, traffic search for used EVs in Australia has increased 278 per cent since the conflict began on February 28 while some reports suggest that searches for ‘affordable electric vehicles’ has increased 5000 per cent.
While new car sales data for March won’t be released for another two weeks or so, it will be interesting to see how that increased search traffic has translated into motorists’ purchasing decisions.
But the increase in interest in EVs raises more questions, the biggest one surrounding Australia’s EV charging infrastructure and whether it can support the projected surge in sales.
Exact numbers are hard to come by, but the most recent data available suggests there has been strong growth in the availability of public charging sites.
According to industry lobby group, the Electric Vehicle Council (EVC) – which provides the most recent data available – Australia’s charging infrastructure grew by 22 per cent in the first half of 2025. Locations of fast- and ultra-fast charging stations grew to 1272 sites and 4192 plugs nationally. The EVC defines a DC fast-charger as delivering 25-99kW and ultra-fast charging as 100kW+.
Additionally, there are thousands of uncounted AC public chargers scattered around the nation, found in places like shopping centres, hotel and motel car parks, and kerbside locations.
With the most recent data now nine months old, it’s reasonable to suggest that more locations and additional plugs have since been installed and made available for drivers of EVs across Australia.
But is that enough to support a segment that, in normal times, represented around eight per cent of the new car market? And what about now, where early indications are that sales of EVs are likely to accelerate to unprecedented levels as Australians look for ways to minimise the cost of living impacts brought on by the Middle East conflict?
While the growth in charging locations is encouraging, the EVC insists more work is needed to ensure Australians have ready access to reliable chargers to keep up with the growth in EV sales.
With most of Australia’s current EV infrastructure centred around capital cities, vast tracts of rural and inland Australia have been deemed “charging deserts” due to their lack of suitable charging options.
The federal government is doing its part with the Driving the Nation Fund which aims “to deliver a ‘backbone’ national EV charging network. There will be over 100 EV charging stations on key highway routes across Australia at an average interval of 150kms, connecting all capital cities”.
Similarly, various state governments are working in partnership with charging infrastructure providers to fast-track the installation and operation of chargers in their jurisdictions.
But while these measures are commendable, research conducted by Deloitte Australia suggests that it’s not enough. According to its January 2024 report, EV Charging Infrastructure: The Next Frontier, the uptake of electric vehicles will continue to grow reaching 43 per cent market share by 2033. That presents even greater challenges, according to the report: “To meet the projected demand for EV public charging, we will need to build eight new public EV chargers every day from now until 2033, on average.”
Deloitte’s report adds: “The rapid transition of the transport fleet from internal-combustion-engine (ICE) vehicles to EVs will dramatically increase demand for EV charging, with the total energy demand from EVs forecast to reach 3570 GWh per year by 2033.
“While the majority of charging in Australia is expected to occur in private homes, a significant proportion of EV users will be heavily reliant on public chargers. To service this demand, 27,500 new public EV chargers will be required by 2033, an eight-fold increase on current public charging capacity.”
Those are sobering numbers, even before the current conflagration in the Middle East is taken into account.
Certainly, the nation’s petrol stations, of which there are currently an estimated 6600-7000 comprising tens of thousands of individual pumps, aren’t in danger of being replaced just yet.
The current fuel crisis across the country is already causing significant financial stress, according to a new survey. Online financial broker Savvy surveyed 1077 Australians and found that 76 per cent of respondents – equivalent to 21 million Australians – say they are experiencing moderate or severe financial stress thanks to record high fuel prices.
The ever-rising fuel pricing has forced 80 per cent of those surveyed to cut back on spending, with 40 per cent reportedly doing so significantly, while 83 per cent also believe that the Australian Government should be intervening to limit fuel price hikes by either reducing the excise or cracking down on price gouging.
Fuel prices have risen significantly over the past eight weeks due to the latest conflict in the MIddle East, with 55 per cent of those surveyed reporting that fuel pricing has jumped over 50c per litre and 44 per cent say that they will consider switching to a more fuel efficient car or electric car if fuel prices don’t fall.
Using the Toyota RAV4 as an example – one of Australia’s most popular cars – a full 55-litre tank of petrol is now between $28 and $44 more expensive than before, with prices only rising further.
Sixty-five per cent of respondents have said that they are driving less because of the high fuel prices, and those cutting back on spending are mostly cutting back on eating out, grocery bills and travel, as well as reducing their savings.
According to Savvy, that adds up to 76 per cent of Aussies who’ve found themselves plunged into deeper financial stress on top of ongoing cost-of-living pressures and, most recently, interest rates being bumped up once again.
The full survey from Savvy is available to view here.
Not so long ago, the dual-cab, 4WD segment was a diesel-only affair, and with the conflict in the Middle East sending the cost of diesel soaring, there’s interest in the most efficient diesel engines on the market and – more than ever before – petrol alternatives.
To compare, we’ve chosen three that make their mark in the dual-cab segment for very different reasons – the Toyota HiLux, the BYD Shark 6 and the Kia Tasman. In the case of the HiLux, it’s the long-standing segment favourite, vying for top billing with the Ford Ranger, now with 48-volt mild-hybrid technology.
The BYD Shark 6 is, according to BYD, the way of the future, with a small petrol engine matched with plug-in hybrid technology. Then there’s the Tasman, Kia’s much-hyped new kid on the block, which takes a more traditional powertrain approach.
Toyota HiLux SR5
Price: $71,950 (drive away)
Drivetrain: 2.8L turbo-diesel, four-cylinder with 48V mild hybrid
Transmission: Six-speed automatic
Power: 150kW
Torque: 429Nm
Tow rating: 3500kg (braked)
Payload: 940kg
Claimed fuel use: 7.4L/100km
With a dealer and service network second to none, and off-road heritage that touches every corner of the continent, Toyota has recently updated HiLux to continue to go head to head with the best in segment. Cabin space can’t match segment standard setters, but revised styling, robust build quality, and exceptional off-road performance ensure HiLux remains in a favourite – especially with those intent on exploring the outer reaches of the Australian outback. New model opts for 48V mild-hybrid tech, which adds complexity, but cuts low-speed fuel thirst, handy around town. Fuel use will stay in the 8.5L/100km to 9.5L/100km range in the real world no matter how you work the new HiLux.
BYD Shark 6 Premium
Price: $57,900 (drive away)
Drivetrain: 1.5L turbo-petrol, four-cylinder, two electric motors, 29.58kWh LFP battery
Transmission: Single-speed, direct drive reduction gear
Power: 321kW
Torque: 650Nm
Tow rating: 2500kg (braked)
Payload: 790kg
Claimed fuel use: 100km range (electric), 2L/100km (battery 25%-100%)
BYD’s Shark 6 presents the newest way to tackle the age-old dual-cab debate. With a claimed 100km pure electric range (80-85km real world), and a smaller 1.5L turbocharged petrol four-cylinder and two electric motors, the Shark presents the opportunity for most of us to do our weekly commuting without using any fuel at all. While fuel use will climb if you’re towing long distances or working in low-range off-road, the system does its best work during general driving, where you’ll average between 6.8L/100km and 8.8L/100km, with charging whenever possible the best course of action. If you drive the same distance as the average Aussie, and charge at home though, you’ll use no petrol at all for your weekly work.
Kia Tasman X-Line
Price: $70,990 (drive sway)
Drivetrain: 2.2L turbo-diesel, four-cylinder
Transmission: Eight-speed automatic
Power: 154kW
Torque: 440Nm
Tow rating: 3500kg (braked)
Payload: 919kg
Claimed fuel use: 7.8L/100km
Almost as frugal as the HiLux, without any of the 48V hybrid complexity, the Tasman positions itself as the most up to date way of tackling the segment in the traditional way – that is a turbocharged diesel engine. The 3500kg braked towing capacity matches the segment best, but left-field styling polarises. Tasman’s cabin is excellent, with both flexibility and practicality, ensuring it feels much more SUV-like than truck-like to drive. Driver comfort, especially on longer road trips, is noteworthy. Second-row space and comfort is another highlight, and in the real world, driving normally, factor in fuel consumption between 8.8L/100km and 9.8L/100km.
You can learn a lot from washing a car.
There was the time I had a shiny new Alfa Romeo GTV6 in the driveway. It looked fantastic, and I loved the growl and howl of its sweet Italian V6, but there were other things.
The gearbox, a race-style transaxle in the rear end, had a dreadful shift. It understeered far more than I expected. And the random design in the cabin – the speedometer was dead-ahead of the driver but the other instruments including the rev counter were in a separate central binnacle – was appalling. It was proof the emotional Italians at Alfa could learn a lot from the efficient Japanese at Toyota.
Then I decided to give the Alfa a tub. It’s always been a good way to feel the creation of a car, the way the panels sit and fit, how the glass parts work against the steel, and even the shape and size of the alloys. I do it often.
As I circled the suds across the tail, I felt something odd. I stopped immediately to prevent any damage. And there, cuddled in my sponge, was the big round Alfa badge from the back end.
When I returned the GTV6 and presented the badge to complain about the build quality there was no surprise on the face of Alfa’s then PR chief, Enrico Zanarini. No apology, either. “Keep it, what a great souvenir,” he laughed.
This story came to me after I had finished talking about another wash job with my nephew, Josh. He owns and loves a Skoda Octavia RS and had called to complain about the car’s Advanced Driver Assistance Systems.
“The ADAS is going off all the time. Something is wrong. What do I do? Should I take it to the dealer?” Josh asked.
I told him to go outside, unwind the hose and fluff some suds, give the car a good scrub, then call me back. He never did. A simple wash job had cleared the ADAS sensors in the front of the Skoda, returning the early-warning systems to full efficiency.
Josh never did explain exactly what he had found on the car, but there had been recent rain near his house with lots of grime smeared over the roads from construction work in the suburb. It’s that mud and grime, and even splattered bugs, which can really hit the efficiency of ADAS in Australia.
The systems use forward-facing cameras, forward-facing radar, LiDAR – that’s light detection and ranging – and ultrasonic sensors to do their work. Many of the sensors can be located in the grille area, or what was once the radiator opening before electric cars, and that means they are always exposed to the elements. Some are even tucked into over-sized corporate badges.
It’s those ADAS sensors which also make it so important to get a proper replacement if you damage your windscreen. The sensor package up near the rear-vision mirror at the top of the screen needs to be calibrated perfectly to ensure the ADAS package can do its job.
If the calibration is one millimetre wrong on the windscreen, imagine the error factor if a
sensor is looking more than 100 metres ahead of your car for potential threats and hazards.
“Why are they charging me so much for a new windscreen?” a mate asked me recently after a hit by a random rock. He was incensed by a bill for more than $500 and could not understand why a piece of glass, even curved multi-layer glass, could cost so much to replace.
Then I explained about ADAS and his face softened and the anger eased. “Why didn’t they tell me that?” he said.
So wash your car. Do it often. Keep the front-facing surfaces spotless at all times. Look after the windscreen. Keeping your nose clean can even prevent excessive beeping when you’re parking.
As for the other challenges to ADAS in Australia, from kangaroos to unmarked country roads and random speed signs, that’s a bigger story for another time.
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.
Chery has outlined its latest push into electric vehicle technology, revealing a new battery system designed to significantly cut charging times while improving durability and safety.
Unveiled at the company’s 2026 “Auto Battery Night” event in Wuhu, the so-called Rhino battery is claimed to deliver up to 500km of driving range after just eight minutes of charging. If realised in production vehicles, that would place it among the fastest-charging EV batteries currently under development.
The announcement addresses one of the biggest barriers to EV adoption: the time required to recharge. Alongside rapid charging, Chery says the battery is capable of up to 5000 charge cycles, suggesting a longer usable lifespan than many current lithium-ion systems.
Safety and durability were also central to the update. The company outlined a multi-layered protection strategy combining material design, structural reinforcement and real-time monitoring via cloud-based systems. The battery has been tested in a range of extreme conditions, including temperature variations, salt exposure, collisions and water immersion.
Chery’s broader battery strategy extends beyond a single product. The Rhino system will underpin a family of batteries across hybrid and fully electric vehicles, while also forming part of a longer-term shift toward solid-state technology.
The company confirmed it is investing heavily in solid-state development, with a dedicated research team expected to exceed 1,200 staff. Early prototypes are said to reach energy densities of 400Wh/kg, with a longer-term target of 600Wh/kg – figures that could enable driving ranges of more than 1500km.
Artificial intelligence is also playing a growing role in development, with more than one million simulations used to refine battery performance across key variables.
In Australia, Chery and its related brands, including Omoda Jaecoo, are expanding their electrified offerings across hybrid, plug-in hybrid and battery electric models. Early demand appears strong, with the Jaecoo J5 EV recording more than 2,000 orders within three months of launch.
While many of the claims remain forward-looking, the technology signals the pace at which battery development is accelerating as carmakers compete to address range, charging and longevity concerns.
You could save serious money and settle for a Carrera or even the razor-sharp GTS, but doing so means overlooking Porsche’s most formidable 911. The Turbo S remains the undisputed flagship – the most complete and devastating expression of the iconic sports car.
With each generation, the 911 Turbo S has become more powerful and more sophisticated, yet it has never lost its usability. The familiar rear-engine, all-wheel-drive formula continues, but in the updated 992.2 version Porsche has embraced electrification to push things even further.
Building on the T-Hybrid tech from the latest GTS, the Turbo S now features twin electrically assisted turbochargers powered by a 1.9kWh battery and integrated with the eight-speed PDK dual-clutch transmission. Output climbs to 522kW and 800Nm, delivering a claimed 0–100km/h sprint of just 2.6 seconds and a top speed of 322km/h.
On the road, the performance is relentless. With the roof down, the sense of speed intensifies, yet there’s no compromise in composure. Compared with a GTS or GT3, the suspension is slightly softer, but the car remains beautifully controlled, even on rougher backroads.
The electrified turbos eliminate lag entirely, delivering seamless acceleration. Left in automatic mode, the gearbox shifts effortlessly, but taking manual control adds another layer of engagement.
Despite its performance, the Turbo S is still a consummate cruiser. In Normal mode, it’s refined and relaxed, happily short-shifting and settling into a quiet rhythm. With the roof down, wind buffeting is minimal, making it one of the most usable convertibles on long drives.
Inside, the cabin is impeccably finished, though many features remain optional. Practicality is limited but usable, with a front boot and small rear seats.
Fuel use varies wildly: while steady cruising can return around 8.8L/100km, real-world driving is closer to 14.7L/100km – a small price to pay for performance of this calibre.
Australia isn’t facing the prospect of fuel rationing just yet, but if the Middle East conflict continues on its current path, the prospect of Australia’s fuel reserves running perilously low looms larger.
That could force the government to enact fuel-rationing measures under the National Liquid Fuel Emergency plan, first drafted in 2006 and then updated in 2019 amid the Covid-19 pandemic.
Under the plan, Australians would be limited to purchasing just $40 of fuel in a single transaction, something the federal climate change and energy minister, Chris Bowen, has categorically ruled out.
Speaking to Sky News Australia, Mr Bowen acknowledged the existence of the plan, but stressed the government was not at the point of declaring a national emergency, which would then trigger the National Liquid Fuel Emergency plan.
“This plan has existed since 2006,” Mr Bowen told Sky. “It’s got various ways things might roll out, which governments can work with. It’s sort of a suite of options.
“I’ve pointed to this plan in the past and been saying, look there are preparations in place for the very worst case… in that sense, it’s a bit of an out-of-date document in terms of that $40 approach.”
A price cap on purchasing is just one lever governments can pull in their efforts to shore up fuel security. Various measures have been used around the world throughout history in efforts to curtail fuel use during desperate times, including in Australia. Here are some rationing measures governments could implement should the situation in the Middle East drag on.
Odds-and-Evens
The last time Australia was forced to ration fuel was way back in 1979. Yes, there was an oil crisis thanks to the revolution in Iran which slashed oil production leading to shortages and panic buying resulting in an unprecedented crude price of US$40 per barrel.
But Australia remained immune to the global crisis, thanks largely to our ability to produce 98 per cent of our own fuel needs. Instead, our need for rationing was the result of prolonged industrial action at one of our largest refineries, Caltex’s Kurnell facility in Sydney.
As production ground to a halt, the government was forced to implement rationing measures, using the simple, yet effective odds-and-evens method.
Simply, cars with a number plate ending in an odd number could only purchase fuel on odd-numbered days, while those with an even number were limited to even-numbered days. There were exemptions for essential workers including emergency personnel and healthcare professionals.
Rationing lasted for several weeks and worked well in curtailing panic buying while also mitigating long queues at petrol stations.
No-Drive days
No-Drive days have been used in Europe to limit fuel consumption, most notably during the 1973-74 oil crisis where several countries, including West Germany, France, Switzerland, Italy and Denmark banned the use of cars on Sundays. West Germany in particular enacted draconian measures, with drivers who flouted the restrictions facing fines of anywhere between A$500-$30,000.
Several other countries have implemented No-Drive restrictions, such as India and France, both of which limited driving to certain days, depending on the car’s number plate. But, rather than staving off the ravages of fuel consumption, these restrictions were used to combat smog and air pollution in over-populated cities.
Coupons
Used widely throughout World War II, including in Australia, fuel coupons placed a limit on motoring by private individuals as fuel resources were redirected to the war effort.
The UK was the hardest hit, with rationing starting at the outbreak of war in 1939 and remained in place until 1950, five years after the end of WWII. Worse still, fuel rationing was abolished entirely for private individuals in 1942, the measure effectively banning all private motoring in the UK with only emergency services and farmers allowed to use their vehicles.
In Australia petrol rationing amounted to the public being able to buy enough fuel for around 32km of driving each week.
Work From Home days
There have been recent suggestions that governments mandate Work From Home Days for those individuals who are able to do so.
While not strictly a rationing measure, the idea is that hundreds of thousands or even millions of workers no longer driving to work on certain days would have the positive effect of lowering fuel use across the populace, stretching resources further.
While the Australian government has already urged those who can work from home do so, there has – so far – been no move to mandate work-from-home days.
However, several countries, including the Philippines and Vietnam, have already done exactly that with mandated four-day working weeks as they try to conserve fuel supplies.
Chinese car maker JAC has announced range and fuel efficiency figures for its new Hunter PHEV ute, which is due to go on sale in Australia in mid-2026. Due to compete with other plug-in hybrid mid-size utes like the BYD Shark, GWM Cannon Alpha and Ford Ranger, the Hunter uses a 2.0-litre turbo-petrol combined with front and rear electric motors making 385Nm/1000Nm outputs and a 31.2kWh LFP battery.
The Hunter was revealed at the 2025 Melbourne Motor Show and today, its maker has revealed that its NEDC combined fuel consumption is rated at 1.6L/100km, and its total electric and petrol range is 1005km, again on the NEDC cycle. Its electric-only range is yet to be revealed, but previous reports say that it’s above 100km, which is almost double that of the Ford Ranger PHEV.
Ahmed Mahmoud, Managing Director of JAC Motors Australia, said the Hunter PHEV is arriving at exactly the right moment for the Australian market.
“We’re launching the right ute at the right time, and it will be at the right price,” said Mahmoud. “The Hunter PHEV is arriving in Australia mid this year, and we believe it is going to get the attention of Australians looking to move into a plug-in hybrid without compromising on the capability, practicality and toughness they need from a ute.”
The confirmation of the Hunter’s combined total range and fuel efficiency comes after it was announced that it is being tuned for local conditions by engineering firm Segula Technologies Australia at Holden’s former Lang Lang proving ground in Victoria.
According to JAC, the local tuning team is focusing on the Hunter’s durability and dynamics, powertrain performance and calibration, towing and load-carrying, on-road and off-road performance, acceleration and braking, and ADAS systems.
NRL star Josh Addo-Carr, who has already thrown his support behind the Hunter PHEV. Known as one of the fastest players in the NRL and fresh from breaking into the league’s all-time top 10 try scorers, Josh Addo-Carr was a natural choice for JAC: someone with real performance credentials and a bold personal style to match the Hunter PHEV.
“I’ve got a lot of respect for JAC. They’re doing the hard work to make sure the Hunter is a PHEV ute built for Australia, and that matters.”
“The design was a big part of it for me too. It looks tough the second you see it. Being able to customise it and make it my own was pretty exciting. It’s the kind of thing any car lover dreams about.”
As part of the launch, Parramatta Eels star Josh Addo-Carr was invited to customise a Hunter. The one-off build includes a custom paint finish by Smith Concepts in Brookvale, supported by PPG, along with Lenso tyres, a lift kit, hard lid, lighting, an e-bike setup and other JAC Genuine Accessories. Addo-Carr’s ute will be showcased at the Melbourne Motor Show, April 10-12.
The JAC Hunter will go on sale in Australia in mid-2026, with local pricing and specifications yet to be confirmed.
Volkswagen is in talks with Israel’s Rafael Advanced Defence Systems to convert a German car plant into a missile defence production site, signalling a potential shift in Europe’s struggling auto sector toward defence manufacturing.
The discussions centre on Volkswagen’s Osnabrueck facility (below), which employs about 2300 workers and faces an uncertain future once production of the T-Roc Cabriolet ends in 2027. According to reports, the plant could be repurposed to produce components for Israel’s Iron Dome air defence system, though Volkswagen said it is not planning to manufacture weapons directly.
The proposed deal is aimed at preserving jobs and potentially expanding employment, with workers expected to play a role in deciding whether to transition to defence-related production.
Under the plan, the factory would manufacture support systems such as launcher platforms, transport vehicles and generators, while missile production would take place elsewhere.
The move comes amid rising defence spending across Europe, driven by geopolitical tensions and the war in Ukraine. Germany alone has committed hundreds of billions of euros to strengthening its military capabilities, with air defence a key priority.
Rafael, a state-owned Israeli defence firm, is best known for developing the Iron Dome system, which has intercepted more than 90% of incoming rockets in combat situations.
Volkswagen has been exploring options for the Osnabrueck site, including a potential sale, as it restructures operations and adapts to slowing demand and intensifying global competition.
The ongoing conflict in the Middle East has highlighted Australia’s dependence on refined fuel imported from other countries.
As recently as 25 years ago, Australia was producing 98 per cent of its fuel requirements in-house, with eight oil refineries around the country. But six of those eight have since been closed, while the remaining two – Ampol’s Lytton plant in Brisbane and Viva Energy’s refinery in Geelong – remain on life support, heavily dependent on government subsidies to remain open.
That leaves Australia in a precarious situation in these chastened times, with our reliance on imported fuel under the spotlight as the Middle East conflict enters its second month.
But where exactly do Australia’s fuel imports come from? According to data from the Institute for Energy Economics and Financial Analysis, the bulk of our fuel needs are met by South-East Asian countries with Singapore and South Korea accounting for over 50 per cent of our fuel needs. Malaysia supplies around 13 per cent of our refined fuel followed by Taiwan and India at around eight per cent each.
Australia also imports crude oil from other countries – largely from Malaysia (40 per cent) and the US (21 per cent) – despite producing its own to the tune of around 272,000 barrels per day, according to the most recent data from the US Energy Information Agency. But with our daily fuel needs stretching to in excess of 1.1 million barrels, the supply chain for Australia’s fuel needs remains of paramount importance.
So far, the Australian government has reassured Australians that fuel is continuing to flow into the country, revealing earlier this week in a joint statement with Singapore that the Asian nation would continue to “support the flow of essential goods including petroleum oils… and consult each other on any disruptions with ramifications on the trade of energy.”
However, Malaysia has sent a warning to its export partners, including Australia, that it would prioritise its own fuel needs ahead of other nations while China has ceased all fuel exports at least until the end of March.
But that steady flow from our trading partners is looking ever more precarious as the conflict in the Middle East drags on, with most relying heavily on fuel from the war-ravaged region. Singapore, our largest supplier, sources around 66 per cent of its crude from the region, oil usually shipped through the Strait of Hormuz which is effectively closed for now, leaving it, and in turn Australia, in a precarious situation.
