Car News

Toyota's LandCruiser family looks ready to grow in Australia, with the brand confirming new models are under study that would expand the lineup beyond the 300 Series, Prado and 70 Series in our market.The comments appear to confirm reports Toyota is working on at least two new LandCruiser models – a new ute and an SUV, both with electric options – which are expected to launch from next year.And one or both appear on the table in Australia, with Toyota here confirming they are studying the opportunity and believe there is room for new LandCruiser models in our market."We're studying it, and we think that there is probably room for this. It's about the right product at the right time," says Ray Munday, Senior Manager Product Planning and Pricing at Toyota Australia.It would mark a significant departure from all we've known and expect from the LandCruiser badge, with both rumoured models to be reportedly based on a monocoque (or car-based) platform, meaning they will have an urban focus, rather than an off-road one.It has been reported that the ute version will take its cues from the EPU concept first revealed at the 2023 Japan Mobility Show. The SUV version – expected to take its inspiration from the LandCruiser SE concept also revealed in Tokyo – is reportedly designed as a "sports SUV" – a far cry from the rugged off-roaders that currently wear the LandCruiser badge.Both are reportedly being developed with electric and petrol-hybrid options.One model that is almost certain to not appear in Australia is the LandCruiser FJ, with Toyota pouring cold water on the idea of launching that product in our market."The FJ has an older engine, it doesn't meet our requirements, (and) doesn't come available in the powertrains that we're after, so no plan on that," says Toyota Australia VP of Sales, Marketing and Franchise Operations, John Pappas.That engine is the brand's 120kW and 246Nm 2.7-litre petrol engine, which has recently been axed from entry-level Toyota HiLux variants in Australia.

A Chinese auto executive has warned that the extreme pace of the new car industry in China is “brutal” and unsustainable.BYD Executive Vice President He Zhiqi took to Weibo to lament the “insane” pace with which the Chinese auto industry is progressing - citing a figure of 650 new or updated cars launched just in the first half of 2026.That works out to around four new or refreshed cars launched per day. Contrast this with Australia, where a handful of new cars launched in a week is considered busy, and it becomes clear why the phrase ‘China speed’ has become common.“It’s completely insane,” He Zhiqi said on Chinese social media site Weibo this week, saying the market is “not just fierce, but brutal” in China.While carmakers must still develop cars for many months or years leading up to launches, He Zhiqi says the “buzz” of a new car launch can’t be held for “three months before it goes cold”.In China, the pace set by brands belies the cooling market.Automotive News Europe reports the passenger car segment is down 23 per cent compared to June last year, citing data from China’s Passenger Car Association.Bloomberg also reported the pace of China’s industry means the monthly output of new car launches in a month is roughly equivalent to that of a calendar year in the US.While the BYD executive says the current trend in the industry is unsustainable, He Zhiqi points out that the hard times will result in carmakers emerging with the resilience to survive brutal market conditions.“Competition also breeds prosperity,” he wrote. “You have to roll around, crawl and fight in it to build a strong body.”

The final-ever car to be designed, engineered and built in Australia was released 20 years ago this week, on July 16, 2006 – just three days after production commenced in Elizabeth, South Australia.A perfect excuse to see the Holden VE Commodore with a fresh perspective.Not as an infamous failure with timing chain issues, an eternal engine light on and broken heater controls, but as one of the world’s last affordable family cars with a body builder presence, great chassis, loping performance and rock-solid safety.Find a good one today and the VE’s muscular, dynamic strength can still disarm. In a world of same-same SUVs, don’t you miss hunky world-class Australian cars made for our environment?Understanding why the final Commodore was what it became may make some people reassess this model’s incredibly complicated story, because one day, future generations will be clambering for a slice of bygone automotive history.Here are 10 reasons why Australia’s last car deserves more respect. The VE revival starts right here.The 1948 formula on repeatEvery Holden family sedan from 1948’s first 48-215 to the final VF II of 2017 followed the same template. To a tee. A large three-box four-door rear-wheel-drive family car with at least five seats and six cylinders.At the start, the formula was an obscene money-spinner. General Motors-Holden’s (GMH) became so profitable with 50 per cent market share within its first decade that people actually called for the government to rein it in.That didn’t last. Rivals led by Ford’s thematically identical Falcon swooped in, the market fragmented as the population diversified driven by Japanese cars, then fuel prices soared, GMH went bankrupt (but was bailed out by Detroit in 1987) and Holden had to be content with half its late 1950s market share (or less).The writing should have been on the wall by the late 1990s, as a new kind of family car, defined by the pioneering Toyota RAV4, steamrolled across the globe.The VT Commodore illusionIsn’t it funny that, in 2026, while the VT Commodore is admired, the AU Falcon that embarrassingly flopped against it is what’s revered as the era’s ultimate Australian family car.This Commodore’s phenomenal sales emphatically put Holden on top again after years of to-ing and fro-ing with the EF and EL Falcon series.It was such as success not because of any enduring loyalty to the brand, but because people hated the then-new AU’s styling. And, at the time, Holden was GM’s most profitable division on the planet – the darling of Detroit.These are important distinctions to make in understanding Holden’s desire to go all-in with the next-gen model, because by 1999, following a bumper volume year that saw a record-breaking 94,642 Commodore registrations, GM thought sedans would prevail against SUV imports.Project 2686, that became the VE, was headed by engineering veteran, Tony Hyde, and was Holden’s biggest investment in an Australian vehicle since the 1971 HQ (one of Hyde’s earlier jobs), and the first all-new, non-German Opel-based big Holden since then too.In 2001, that 1948 formula was yet-again set in stone more-or-less, while the fail-proof Commodore was still riding high on top of the pops.“VE Commodore is the car we always wanted to build,” Hyde said.But even back then, SUVs were already decimating sedan demand across the world, including here. Clearly, Holden didn’t want to believe it – and there was still five years of VE development that lay ahead. The 2005 oil crisisJust as today’s soaring fuel prices have kicked the door wide open for electric vehicles, the world’s third biggest oil crisis after 1973 and 1979 then went on to pull the rug from under the VZ Commodore, BF Falcon and its Territory SUV offshoot.None really ever recovered. By the eve of the VE launch on July 16, 2006, tensions must have been unbearable down at Holden’s Fishermans Bend headquarters.  The gala launch eventAfter five years of anticipation, on an overcast Sunday morning, a VE SS V and its WM Caprice long-wheelbase luxury sedan sibling stormed a Melbourne stage before the media, to the incongruous tune of UK indie band Republica’s Ready to Go – a 10-year-old hit by then.This was meant to signal the 14 model Commodore’s retention as the number-one selling model in Australia, following strong competition from the surging Mazda 3 and Toyota Corolla small cars. One. Billion. Dollars!The VE was proudly proclaimed Holden’s “Billion Dollar Baby” (totalling nearly $A1.7 billion today), which is a colossal amount in anybody’s language for what were two similar large rear-drive sedans in a sub-million-annual-unit market that would barely take in 100,000 vehicles annually.No, the fourth-generation Commodore wasn’t just for Australian mums and dads this time.But what was meant to be Holden’s victorious return to prominence was instead undermined by the media’s insistent questioning surrounding the VE’s higher-than-expected fuel consumption compared to the much-lighter VZ it replaced.That became the main focus of the headlines that followed. And it’s all people talked about, souring the new Holden for many consumers seeking something more economical.VE product fun factsOver 1000 engineers and technicians worked on Project VE over a five-year period leading up to its launch.The VE sedan’s final design by Peter Hughes was frozen by mid 2002, and evolved from a basic sketch by styling boss Mike Simcoe in 1998.VE sedan was 18mm longer, 57mm wider and 20mm taller than the VZ equivalent.Over the VZ, the VE sedan’s wheelbase increased by 126mm, to 2915mm.The VE ute’s longer 3009mm wheelbase was shared with the WM Statesman/Caprice models.Holden estimated that the VE was tested over 3.42 million kilometres, with the electricals undergoing over 41,000 hours of testing. Surely that Alloytec V6 engine light would have driven them nuts by then!The VE’s body-in-white was by far the stiffest and strongest Holden ever built. Still on safety, the Commodore was the first to standardise electronic stability control (ESC) across the range.Technically, the VE was a front mid-engine sedan, with the engine mounted behind the front axle and steering mounted forward of the front axle centre line. Pushing the front wheels to the leading extremities helped achieve this.Suspension is independent multi-link all-round.Holden secured Ford BA Falcon/SX Territory colour and trim (and more) designer Sharon Gauci’s services for the VE; she retired earlier this year after 22 years with GM, lately as Executive Director of Global Design for Buick and GMC.In VE Series 1 cars, Australians could buy engines mated to four-speed, five-speed or six-speed automatic transmissions.The VE’s aggressively flared wheel arches were not aerodynamically inefficient as many are led to believe, though they were toned down for the VF.The Zeta platform project was officially sanctioned on April 12, 2002; GM had wanted Holden to switch to a far-more complex Cadillac architecture known as Sigma for VE, but it was too expensive and narrow in key packaging areas.The dashboard’s symmetry was deliberate to aid left-hand-drive productionAt launch engine choices were a Holden-built 3.6-litre HFV6 V6 in either 180kW/330Nm LE0 or 195kW/340Nm LY7 guises, while a Corvette-derived L98 6.0-litre Gen-IV V8 delivered 270kW/530Nm.Front and rear track increased 33mm up front and 41mm in the rear.Weight distribution was close to 50/50.Around 1500 Holden SSs received the Pontiac G8’s nose cone to clear stock as a result of the latter brand’s dissolution in 2009. An entire family of VE SUVs, coupes, crossoversOf course, a VE utility (out in 2007) and wagon (from 2008) followed, but these would only account for part of that billion-dollar VE outlay.We didn’t learn until years later that Project VE was initially conceived in the early 2000s with far, far grander scope and scale.It took in an SUV (Holden’s Territory no less, badged Nullarbor), another Adventra crossover wagon, a VE Monaro (eventually revealed by the Coupe 60 concept of 2008), a Crewman dual-cab ute and even a mid-sized sports sedan called TT36 Torana, to take on the BMW 3 Series. Car enthusiast Bob Lutz headed GM’s global product strategy and he championed Holden’s engineering knowhow. GM’s head of global large carsThese vehicles would variously also serve GM’s international brands across North America, South America, Europe, Asia and the Middle East.Using the VE’s Zeta rear-drive architecture, the so-called VE Flex Enablers strategy would see these and other Commodore spinoffs sold as Chevrolets, Pontiacs, Buicks, Opels, Vauxhalls, Saabs and Daewoos, and possibly even as Fiats, Lancias and Alfa Romeos had GM’s investment in the Italian conglomerate not sour spectacularly.It’s difficult to pinpoint precisely when the VE Flex Enabler strategy untangled, but it adversely affected Holden profoundly, as each individual project was cancelled.After the boom years of the early 2000s, GM was haemorrhaging money by mid-decade, forcing further cuts to VE, and the looming global financial crisis just made things worse.It was a perfect storm for the Commodore to be born into.Holden VE-based 2010 CamaroA survivor was the reborn Chevrolet Camaro, that was designed in the United States but engineered in Melbourne using the Zeta platform. For years before its 2009 production debut, prototypes made regular appearances on Australian roads.It is likely that the Monaro 60 Concept died so the Camaro could live. Pontiac G8The VE export program was also dramatically diminished.While there were Commodore SS-based Pontiac G8 and G8 ST ute versions announced for America, only the sedan made it across the Pacific, before GM’s May, 2009 bankruptcy and subsequent closure of the famous brand also killed that project too.VE Sportwagon’s Alfa connectionAs an interesting side note, the VE-based Nullarbor SUV and Adventra crossover wagon gave licence to create the VE Sportwagon as a ‘shooting brake’ model, instead of a boxy carryall.The handiwork of senior designer, Tony Stolfo, it was the first big Holden wagon since the demise of the HG in 1971 that shared the sedan’s shorter wheelbase.Holden design chief, Richard Ferlazzo, pointed to the tailgate opening that ate into the rear roof portion as a direct rip-off from the Alfa 156 wagon.Finally, no VE sedan ever came with a split/fold rear seat, even though the Falcon had done so since the release of the EA in 1988. The official story at the time was that the solid bulkhead that remained in place enhanced the Commodore’s handling and refinement, giving it a decisive dynamic edge.However, a senior Holden exec later admitted that the decision was made to lure people wanting extended-cargo versatility into the Sportwagon instead, since that was an untested concept.AftermathA raft of updates occurred in August 2009, headed by the introduction of a smaller-capacity, 3.0-litre V6 engine prioritising fuel economy, as well as upgraded 3.6-litre V6 units and improved transmissions.In 2010, the VE Series II brought styling, engineering and interior changes as well.Over 520,000 VEs were built between July 13, 2006 and May 17, 2013, representing the longest-ever single-model run of any Holden model, as well as the most produced.More than 350,000 were sold in Australia during that time, with the series holding on to the top-selling spot up until 2010.Happy 20 birthday, Holden VE.

This key Toyota Kluger rival has received a serious update.The overhauled Nissan Pathfinder three-row SUV has been shown off as it looks to tackle the Chinese market. There are no plans for this new Pathfinder to launch in Australia, with the X-Trail mid-size and Patrol large SUVs occupying the three-row space for Nissan.The Pathfinder was discontinued in Australia earlier this year, with factors like declining sales and impending emissions penalties contributing factors.This new version of the Pathfinder is built in China as part of Nissan’s partnership with Chinese carmaker Dongfeng. It is powered by Nissan’s innovative 2.0-litre variable compression turbo-petrol engine as opposed to the 3.5-litre naturally-aspirated V6 previous iterations used in other markets. This new VC Turbo engine produces 185kW and 376Nm, and is designed to maximise high levels of performance and strong fuel efficiency for comparatively small size.It represents only a subtle decrease in performance from the V6's 202kW/340Nm.The new Pathfinder drinks fuel at a rate of as little as 8.65L/100km, which is considerably lower than the 10.0L-plus rating of the V6.It has a nine-speed transmission and is available in front-wheel drive and all-wheel drive.  The car’s interior features a 12.3-inch central touchscreen and 12.3-inch digital display, with an optional 10.8-inch head-up display.The new Pathfinder will be available in both six- and seven-seat configurations, with some cabin innovations like reclining second-row seats specified to meet Chinese market preferences.Nissan is currently facing the prospect of fines under Australia's New Vehicle Efficiency Standard (NVES) which imposes a European-style emissions regime on cars sold here. Petrol models like the previous V6-powered Pathfinder would attract high penalties under the new laws.The Pathfinder is currently only offered with petrol power, unlike rivals such as the Toyota Kluger and Hyundai Palisade which are only offered as plugless hybrids in Australia.The Pathfinder is not slated for a return to Australia, with our market much more likely to receive the upcoming NX8 in its place. The NX8 is also a Chinese-built model, and is joint-developed by Nissan and its Dongfeng partner.While it has similar large SUV dimensions to the Pathfinder, for now it has only been revealed as a five-seater in either fully electric and range-extender hybrid forms.

A camouflaged prototype of what appears to be the Genesis GV90 has been spied in Melbourne, Victoria ahead of its imminent global reveal.The forthcoming electric SUV flagship for the South Korean luxury carmaker was spied alongside a Hyundai Ioniq 9.It appears the GV90 is considerably longer than the Ioniq 9 which already measures in at over five metres.It also features Genesis’ signature ‘Two Lines’ design language as seen by the tail-lights.A vehicle registration search shows that this is a Genesis evaluation vehicle with a tare weight of 3151kg. This is 377kg more than the Ioniq 9.The GV90 was first previewed by the Neolun concept back in 2024 and was originally expected to be revealed in 2025. This date was pushed back.It’s understood that this new electric SUV from Genesis will be based on the Hyundai Group’s forthcoming eM platform, which is an iteration of the E-GMP platform that dates back to 2021.The eM platform is promised to offer more range, as well as a higher level semi-autonomous driving capabilities.No other official details about the GV90 have been confirmed yet.The original Neolun concept had coach-style rear doors that are hinged in the opposite direction.There have been sightings of GV90 prototypes with these types of rear doors, however this particular example that was spied in Australia appears to have typical rear doors.It’s unclear whether there are still plans to offer the coach-style rear doors in the production-specification GV90.Given the GV90 has been spied in Australia, it’s likely that a local launch is on the cards.Once it launches it will form as a rival to the Mercedes-Benz GLS, Volvo EX90, as well as the forthcoming Range Rover Electric.

XPeng has announced pricing and launch specification for its coupe-style L03 mid-size SUV in Europe, ahead of a likely Aussie arrival.The newcomer is offered initially as a battery-electric vehicle (BEV), with a Range Extender Electric Vehicle (REEV) version joining the line-up before the end of the year.Given order books are already open in China (where the car is called Mona L03) and examples have been spotted testing in Australia, the L03 is a likely 2027 arrival here, the Chinese maker already confirming it will “be available in 64 countries and regions”.With customer deliveries scheduled to begin in the fourth quarter of this year and priced from €35,600 (~$58,250), the German L03 range consists of five models, two rear-wheel drive (RWD) single-motor BEVs, a pair of dual-motor all-wheel drive (AWD) electric variants and a single range-extender option.It would likely be cheaper in Australia due to our close proximity to China and the existence of a free trade agreement.The REEV version features a plug-in hybrid powertrain with the wheels driven exclusively by an electric motor, with a (70kW) 1.5-litre internal combustion engine (ICE) acting as a generator only to recharge the 37.3kWh LFP battery while driving. Claimed WLTP range is 1000km on a single tank of fuel and full battery charge, with a pure-electric range in excess of 200km.The single-motor, RWD version of the BEV is claimed to accelerate from 0-100km/h in 6.6 seconds with combined cycle (urban/extra-urban) energy consumption of 11.9kWh/100km.German pricing:  It’s important to note these German prices include 19 per cent VAT (Value Added Tax) and as with most Chinese new arrivals, you can generally expect the L03 to be significantly more affordable when it lands in Australia.The L03 is priced from between the equivalent of $31,000 to $34,000 in electric form in China (where there are nine models on offer) and a local entry-grade is likely to be more in line with base versions of the BYD Atto 3 (from $39,990), GAC Aion V (from $42,590) and Geely EX5 (from $41,990).Developed by a global team led by former Ferrari Head of Exterior Design Juanma López, the L03 measures 4.65 metres long, a fraction over 1.9m wide and 1.6m tall with a 2850mm wheelbase. Drag coefficient is a slippery 0.23.All Euro L03 grades feature full LED exterior lighting, 18-inch alloy wheels (20s on the flagship Ultra BEV), Vehicle-to-Load (V2L) functionality, a panoramic sunroof, electrically adjustable, heated and ventilated front seats, electrically adjustable, folding, and heated exterior mirrors, nine-speaker audio (with two speakers integrated into the driver's seat), built-in navigation, dual-zone climate control, and three screen displays - an 8.9-inch digital instrument cluster, 15.6-inch central touchscreen and a 26.8-inch head-up display.The boot boasts a decent 367-litre volume and there’s an 89-liter ‘frunk’ up front.Safety includes seven airbags and “more than 13 driver assistance systems” bundled under the name ‘XPILOT’, including AEB (Auto Emergency Braking), blind-spot monitoring, lane change assist, rear cross-traffic alert adaptive cruise control and more.CarsGuide has contacted XPeng Australia for comment on the L03’s potential for local sale and likely arrival timing.

Electric car buyers in Australia are facing a new concern.There are demands for increased responsibilities for car manufacturers to correctly state how long EV batteries should last, according to a report from the Australian Automotive Dealer Association (AADA). The report warns that buyers could face a “wave of litigation” when EV batteries need replacement outside of warranty as their cost could exceed the vehicle’s remaining value.One particular dealer said Chinese-built cars are “not holding their charge” or are “blowing up on fire”.The report suggests manufacturers should be required to define acceptable battery thresholds or disclose the expected degradation of a unit. Most batteries carry an eight-year or 160,000km manufacturer warranty, but dealers are looking for greater clarity on what this means.The new initiative would require manufacturers to provide clear indicators of acceptable battery performance.A battery would be considered to be performing at an acceptable level if it has at least 70 per cent of its total capacity remaining after more than eight years, for example. The EV driving range debate continues to rage on and it remains a substantial roadblock for buyers considering switching from petrol- and diesel-powered cars. Many EVs now boast more than 500km of driving range, but people have also started to recognise that most journeys do not require significant amounts of driving. The convenience and accessibility to home and public charging have also increased the convenience of EVs. Reported driving range figures on a particular car can vary greatly depending on the testing cycle used. The Worldwide Harmonised Light Vehicles Test Procedure (WLTP) is viewed as the most accurate standard available. Its testing figures often come in noticeably lower than the older New European Driving Cycle (NEDC) and the even more generous China Light-Duty Vehicle Test Cycle (CLTC).As much as these systems do their best to mirror real-world driving, they can never be truly accurate because of the different ways people use their cars.Consumers often experience range anxiety or disappointment when EVs fail to achieve the range advertised in brochures, according to AADA. AADA has put forward a series of reforms for the Australian Consumer Law to adopt, but it remains to be seen whether any of these will make their way into legislation. 

A camouflaged prototype version of what appears to be the XPeng G9L has been spotted in Melbourne.Only one photo of this spied prototype was captured and it shows the rear of the vehicle. It’s clearly an SUV and the ‘EV’ badge on the license plate indicates that it has an electrified powertrain.The XPeng G9L hasn’t been revealed yet globally and it will be a long-wheelbase version of the existing G9, which dates back to 2021.According to a Chinese Ministry of Industry and Information Technology (MIIT) filing from earlier this year, the G9L measures in at 5120mm long, 1999mm wide and 1795mm tall, with a 3100mm wheelbase. This makes it 100mm longer than the Kia EV9.Compared to the regular G9, the G9L has a slightly different tailgate cutout and a rear LED light bar. It’s more in line with the larger GX.Globally the G9L will be available with battery electric (BEV) and range-extender (REEV) powertrains. It’s unclear which will be coming to Australia.The G9L BEV is available with single- or dual-electric motor set-ups. Power outputs are yet to be determined.The G9L REEV, on the other hand, will feature a 1.5-litre petrol engine that acts purely as a generator to top up the battery pack. Power outputs are yet to be determined.At this stage no battery or range details have been confirmed.No interior imagery or details have been confirmed yet, so it's unclear whether the G9L offers three rows of seating. The standard G9 only offers two rows.XPeng’s previous distributor in Australia, TrueEV, confirmed the G9L would launch in the fourth quarter of 2026.Given XPeng now has a factory-backed operation locally, it’s unclear whether this launch timing is still accurate.On XPeng’s new Australian website, the only new vehicle besides the updated G6 that currently features is the X9 people mover.This spied G9L isn’t the only recent camouflaged XPeng prototype to be spied in Australia. Examples of the Mona L03 ‘coupe’ SUV and the forthcoming L05 SUV were spied in Victoria.It’s understood that the former is due to launch in Australia in 2027, while the latter is still undergoing validation testing for the Australian market.

Hyundai has sounded the alarm about what will happen to customer warranties, and who will hold the liability, when car companies inevitably fail in Australia's increasingly crowded and competitive market.That's the stark warning from Hyundai Australia CEO, Don Romano, who said the industry consensus was that some brands, legacy and newcomer alike, would fail in Australia's cut-throat car market, with the senior executive warning that honouring warranties could then become a question mark for owners."The question is are all of these brands going to survive? And I think the general consensus from every manufacturer is no," Mr Romano says."The question then becomes when they leave, who holds the warranty liability? And I think that's an issue that doesn't get too much press, but I think it's a worry that some of the big dealer groups that are holding onto a number of brands that may or may not be around – and I'm not talking Chinese brands, it could be any brand."I've been involved with brands that have left North America, but they still have the resources in their global business to protect the warranty. I wonder sometimes about some of the new brands – is the government looking at that? Do they realise that if they leave, some of these dealers are going to have to take care of the customers out of their own pocket?What happens to a customer's warranty in Australia appears to largely depend on the infrastructure left behind. When Opel failed in Australia, Holden honoured remaining warranty. Same too for Holden, which was covered by General Motors. Customers of Citroen and, most recently, Peugeot will have their warranties covered by the broader Inchcape Group, which was the importer for both of the French brands.But if no infrastructure remains, then it would appear to be the distributor, and then the dealer group, left holding the liability."I think that's a concern because a lot of those dealer groups own our facilities and represent us, so you know this could have implications beyond just the brands that may leave, but even the stronger brands because they're all tied together," Mr Romano says.It's a thought echoed by the Australian Automotive Dealer Association (AADA), which has today released a response to a major review into Australian Consumer Law and the Franchising Code of Conduct.The wide-ranging review, conducted by Emeritus Professor Jenny Buchan and commissioned by the AADA, identified five key themes, including "a growing disconnect between legal responsibility and operational control in the resolution of manufacturing defect claims, practical shortcomings in the operation of manufacturer indemnification arrangements, uncertainty surrounding the application of key ACL concepts, inefficiencies within existing dispute resolution processes, and limitations in the Franchising Code’s ability to address power imbalances.The review also specifically explored brands exiting the Australian market, and calls for a policy framework that demands OEMs honour warranty, repair, parts and buy-backs for a defined period, lasting as long as the warranty on the last-sold vehicle. It also calls for EV-specific funding for wound-up companies, as well as regulatory approval before an OEM can exit the market.“For most Australians, purchasing a car is the second-largest financial commitment they will make. Consumers have every right to expect a fair, timely and efficient process when faults arise,” says James Voortman, CEO of the AADA.“Multinational manufacturers must take greater responsibility for the products they import in Australia and be active participants in resolving consumer disputes.”

Until the late 1970s, when a car’s fuel needle began to slip towards empty, Aussies were still pulling into a service station to receive just that… service.An attendant would approach the driver’s window and ask how much fuel a customer wanted, the most common reply being, fill ‘er up!That helpful person duly filled the car, checked the oil and water, cleaned the windscreen, received the appropriate amount of cash, brought back the change and waved a happy motorist on their way.But then, the dominance of that wholesome exchange was blown away by the arrival of self-service petrol stations.All of a sudden the forecourt attendant was unceremoniously kicked to the kerb and a ripple of nervous trauma passed through the broader populace.The onus was on drivers to pull up and fill the car themselves. Second nature now, a revolution then.And with the rising popularity of battery electric vehicles (BEVs) and plug-in hybrids (PHEVs) we’re facing a similarly unsettling scenario with the switch from the familiar petrol bowser to intimidating charge pylons.No hose and nozzle, rather a thick cable and bulky connector plug. No panel operator to process your purchase, you’re on your own with a smartphone app or swipe card to get the job done.And arguably an even bigger shift is the ability to top up your car at home and/or where you work. It’s still unfamiliar territory for many, so for the EV curious worried about the process of charging an electric vehicle, never fear CarsGuide is here with a pre-flight checklist to help you get to grips with the brave new world of public or home charging. The first thing we’d recommend is a subtle mindset shift. Don’t think of an EV as you would a car powered by an internal combustion engine (ICE). Think of it more like your phone; a case of top-up rather than fill-up.The current crop of high-voltage lithium-ion EV drive batteries respond best to being kept between 20 and 80 per cent charged.Keeping that 20 per cent minimum in mind is helpful because driving an EV until the battery is close to depletion means you run the risk of failing to proceed before you can reach a charge point. Who needs the strain of pushing into the range anxiety zone?That mid-range charge band reduces the heat stress on a pack’s individual cells, which can accelerate chemical degradation and impact the battery’s effectiveness and longevity.To that end, DC fast-charging slows to a snail’s pace once the battery hits 80 per cent, anyway. So, better to save time and unplug at that point.That’s why so many car manufacturers quote a 10-80 or 20-80 per cent DC charge time for the EVs they’re hoping to land in your driveway. If you need every last kilometre of potential range for a road trip, by all means go to 100 percent on DC, but best not to make it a habit.If you’d like to dig deeper into the characteristics of different EV battery types, and there are several, we’ve got you covered here.But what about those two letters - DC, not to mention their related cousins - AC?If you were paying more attention than I was in high school physics you’ll know they stand for Direct Current (DC) and Alternating Current (AC).Without getting into the weeds on the differences, the main things you need to know are DC is high-voltage while AC is generally lower output as found in typical household three-pin outlets.  And rechargeable EV batteries can only store DC electricity, which means they need an onboard charger to convert AC to DC. It’s a long way to the top if you want to charge a car.Home or work charging is by far the most common means of juicing up an electric vehicle with AC the dominant form.The highest output you’ll find in a home charger currently in Australia is 22kW, which matches the AC capacity of the Porsche Taycan, its Audi e-tron GT corporate sibling and several others.This will require a three-phase upgrade, as will a slightly lesser 11kW charger, which is why many EV owners opt for a 7.2kW (single-phase) set-up. You’ll still need a registered sparky for the installation and charge times will be longer but you don’t run into the heat-related issues fast-DC charging brings, plus there’s less fuss and expense. And if you have solar and a storage battery, you're laughing.Or, simplest of all, use an adaptor cable that plugs straight into house power. Charging takes an age but that might be fine for you.There are a multitude of home wallbox-style chargers available. Even that massive hardware chain with the local primary school sausage sizzle out the front has multiple options available.You may have also noted council-provided AC chargers on a nearby telegraph pole. Free to use, they will range from 7.2 to 22kW output.The Australian Federal Government, as well as several state governments continue to invest in EV charging infrastructure, so the number of public chargers is set to continue growing steadily in years to come.  And it’s worth noting an EV can only take in as much energy as its AC/DC convertor will allow. Plug 22kW AC into a 7.2kW car and your maximum charge rate is… 7.2kW.When it comes to plugging in, that’s the process. Open the flap to the EV’s charge port, push the cable into the connector and press go on your charging device of choice.Only a few years ago there was VHS vs Betamax (for younger readers, they were competing video tape formats) style confusion over Type 2 and CHAdeMO connectors.Happily, the Type 2 style appears to have won the arm wrestle, which keeps things simple at home or when using a public charger.The car will indicate its battery’s state of charge as the electricity goes in, as will a readout on the charging cable, wall box or public pylon.Keep an eye on the number if you’re fast-charging but you can set-and-forget for a low-output overnight AC charge (potentially taking advantage of off-peak energy rates in the process). Simply switch off and uncouple when you’ve reached your desired level.To give you an example on time and charge rates, the pure-electric Renault Megane E-Tech is fitted with a 60kWh (kilowatt hour) lithium-ion battery, which Renault says will charge from 15-80 per cent, on a 130kW DC fast charger, in around 30 minutes.Switch to AC and the Megane’s 7.4kW capacity means you’re looking at a little over nine hours for a full (0-100 per cent) charge.   Using domestic 10-amp, single-phase power the wait time is 30.5 hours for a full charge.PHEVs are quicker to charge given their smaller batteries and ICE power onboard.   If you want to fast charge on a public DC pylon from providers like Chargefox and Evie Charging, one of the motoring clubs like RACV or NRMA or the Tesla Supercharger network, here’s how it goes.For reference, DC EV charge pylons in Australia will typically range from 50kW to 350kW output with a handful of 400kW Ampol Amplify sites now in place. Best to start by downloading the relevant app and setting up an account for the option that works best for you.Once that’s in place, using Evie as an example, the app has a location map showing where your nearest charging site is, how many plugs are available, $/kWh (dollars per kilowatt hour) rate, the maximum power of the charger and more.As you would at home, extract the (in this case, hefty) cable from the pylon, open the car’s charge port door and plug in. The pylon readout screen will tell you a connection has been made and encourage you to press start.A swipe card to use on the pylon’s payment mat is another option to get things underway.Once the charge has started the pylon will keep you updated on the rate of charge and the battery filling up can be monitored in the same way you would at home.Press stop when you’re ready, the charge will subside and the machine will allow you to take out the connector cable and replace the plug. Job done.And if you’re wondering how much it costs to charge your EV at home versus a public outlet, we’re recently done the arithmetic here.That’s about it. Good luck on your EV charging adventure.Drop questions in the comments section below. And EV old-hands, feel free to add your two bob’s worth in the comments, as well.