Low Voltage: The Charge To EV Vehicles

With world governments declaring a transition to electric vehicles over the next three decades or earlier, such as the U.K. by 2030 or 2035, it would be reasonable to presume that Australian governments would also back any push, without extra roadblocks, to have EVs the primary vehicle for passenger transportation.

The Australian Capital Territory has gone to that length, as has the state government of Tasmania, with the Apple Isle declaring the government’s fleet will be 100% electric by 2030. the A.C.T. began their transition process in 2018 . Neither the A.C.T. or the Tasmanian government have currently declared that any form of EV tax will be implemented.

However, South Australia, New South Wales, and Victoria have all announced that the users of an EV will be subjected to a user tax. Victoria has declared that as soon as July 1, 2021, a road user tax on EVs will be implemented. Tony Weber, from the Federal Chamber of Automotive Industries, isn’t impressed:

“Australian state governments want to kill the technology at its infancy. Is this because some states want to substitute the Commonwealth excise tax with their own tax? Are motorists being caught in a petty game in which the states want to establish a new revenue base at the expense of the Commonwealth?”

Weber also points out the disassociation of the governments here in regards to what other nations are doing in respect to development alternatives for public vehicle transport.

“All around the world, global automotive companies have invested billions of dollars to develop environmentally friendly vehicles. And all around the world, progressive governments have supported the introduction of these vehicles. But here in Australia, we inhibit their introduction by levying extra charges on them. It simply beggars belief at this early stage of electric vehicle introduction.”

Mr Weber’s points take aim at the short-sighted attitude of the Australian states that appear to prefer revenue over doing something that reduces exhaust emissions and going some way to reduce the effects of climate change. “With its proposal to tax LZEVs through a road-user charging tariff, South Australia is discouraging the uptake of environmentally friendly motoring and is turning its back on the topic of Climate Change.”

The argument for the taxes comes from those that see that by using no petrol or diesel, which have excises attached, by using the same roads without those excise contributions, EVs are effectively getting a free ride. This overlooks the charges by electricity suppliers to any location providing an outlet for an EV to be charged, however then it’s pointed out those EV charges don’t go back into the roads.

This is something the Australian Automobile Association has in mind when it comes to a fairer apportioning of charges: “As people move towards electric vehicles and other low emission technologies, revenue from fuel excise is declining, which not only risks road funding, but also means some drivers are paying for roads while others are not, which is neither a fair nor a sustainable model. A nationally consistent approach will be important to drivers, who won’t want a patchwork of unique state charging systems, technologies, or rates.”

Regardless of which, it would appear to be a prudent move by the governments to look at what the A.C.T. is doing: Zero stamp duty on new zero emissions vehicles; 20% discount on registration fees; Annual savings from reduced running costs; Help to reduce greenhouse gas emissions and keep our environment clean and healthy; Quieter driving and reduced noise pollution.

And perhaps: In 2017 the United Kingdom and France announced their intention to ban the sale of new petrol and diesel cars by 2040, with all cars to be fully electric. Since this time, other countries have also committed to phasing out new petrol and diesel car sales including Scotland, India, China, Norway and the Netherlands.

Then there is the announcement in mid November, 2020, by General Motors, here.

As Bob Dylan once sang: the times, they are a-changing…but it seems some governments are stuck in time.

Raw Materials and Sustainability in an Automotive World

Car interiors are looking very stylish with many colours available, many textures and, of course, technologies.  Even the exterior and structure of new cars utilise some pretty sensational materials that are lightweight, strong and malleable.  So what are the main raw materials that make up the structure, style and flair that we love in our vehicles?

Inside each new car are different materials that require a number of raw materials for their production.  Aluminium, glass, coking coal, and iron ore are used in the process of making steel.  Kia and Mazda use very high-grade, high-strength steel in the production of their cars.  Mazda even states that they use very thin and strong steel.  There is a cost, though; the more high-grade, lightweight and high-strength the steel, the costlier it is to produce.  High-strength steel alloys cost more to manufacture.  Not only is the high-grade alloy harder to create in its raw form; it is also harder to work with.  Stamping it and forming it becomes harder, and so more energy and stronger tools are needed to press, form and cut it.

The automotive industry also relies on oil and petroleum products, not just for the gasoline and fuel to power the vehicles, but for the synthesis of plastics and in the production of other synthetic materials.  Petroleum products are needed to make huge amounts of plastics, rubber and special fibres.  After the raw materials are extracted from the earth, they are transformed into products that automakers or auto parts companies use in the car assembly process.

But wait; there is more – but only if you are into driving an electric vehicle (EV).  An EV is made up of all the raw materials described above, as the only thing that’s different about an EV from a vehicle that is powered by a combustion engine is that an EV uses a battery pack to get its power.  In every EV battery, there’s a complex chemistry of metals – cobalt, lithium, nickel and more.  These are all raw materials that need to be mined from somewhere around the globe.  Some researchers are expecting to see double-digit growth for batteries’ special raw materials over the next decade, and this sort of growth will increase the pressure on the raw material supply chain for EVs.

Hydrogen vehicles are powered by hydrogen.  The power plants of such vehicles convert the chemical energy of hydrogen into mechanical energy by either burning hydrogen in an internal combustion engine, or by reacting hydrogen with oxygen in a fuel cell to power electric motors.  The fuel cell is more common.  A hydrogen powered vehicle is made up of the same core raw materials as the contemporary combustion powered cars and the EVs; however, like the EV, the hydrogen vehicle gets it power from a different source (hydrogen).  As of 2019, 98% of the hydrogen was produced by steam methane reforming, and this emits carbon dioxide.  Hydrogen can be produced by thermochemical or pyrolytic means using renewable feedstocks, but the processes are currently expensive.  So, you can run a hydrogen vehicle with an internal combustion engine that uses hydrogen as the fuel.  However, you can also run a hydrogen vehicle that uses a hydrogen fuel cell.  The hydrogen fuel cell is more complex, relying on special raw materials (one raw material being platinum as a catalyst) to deliver the hydrogen for powering the vehicle.

Biofuel is another fuel which can be used for powering combustion engine vehicles.  Biofuel can be produced sustainably from renewable resources.  The hitch with this one is ensuring there are large enough areas and methods dedicated to growing and producing biofuel for the masses.  Biofuel is considered to be a fuel that is derived from biomass, which can be from plant or algae material or animal waste. Since such plant, algae or animal waste material can be replenished readily, biofuel is considered to be a source of renewable energy, unlike fossil fuels such as petroleum, coal, and natural gas and even EVs.

Without a doubt, the automobile industry is one of the largest consumers of the world’s raw materials, and it’s important we get informed as to just how green a heralded new technology is said to be.  Science and sustainability need to continue to power our much needed vehicles about the globe and not fossil fuel giants, electric companies or blinded government bureaucrats.

2021 Isuzu D-Max SX 4×2 Cab Chassis: Private Fleet Car Review

This Car Review Is About: The starting point to the revamped (finally) Isuzu D-Max range. There is a bewildering choice: five two wheel drive vehicles in two or four door versions, and eight 4WD including the top of the ladder X-Terrain (coming to AWT very soon).

How Much Does It Cost?: As of November 2020, Isuzu had the SX 4×2 cab chassis on a stunning drive-away deal of $29,990. A quote built on the Isuzu sire has a retail price of around $8,400 more, representing a huge saving for new buyers. The colour on our review was basic Mineral White as a no cost option. There are, of course, plenty of additions such as a nudge or bull bar at $1,000 or $2,999, a slide out step at $370.70, or, as fitted, an under tray water tank ($360.80) or lockable undertray tool box at $437.80. A welded wire mesh window protector was fitted and that’s $193.60.Under The Bonnet Is: A six speed manual gearbox and a 3.0L diesel. A six speed auto is optionable for the SX, standard in the 4x2s after the SX, and in the 4x4s only the LS-U and X-Terrain have auto only. The donk is common for all variants and produces 140kW and 450Nm. A worrying number though is what comes next. Urban economy is quoted as 10.2L/100km (9.8L/100km for the auto) for the SX 4×2 cab chassis. Then there is the weight: 1,695kg (dry) is a substantial figure for a vehicle that doesn’t look as half as heavy. Payload is listed as 1,305kg or 1,300kg depending on manual or auto fitted.Combined economy is listed as 8.0L/100km with the highway figure 6.7L or 6.9L/100km. We saw a best of 8.8L/100km and a worst of 10.1L/100km, with a final average of 9.7L/100km. Frankly, we expected a better return. Tank size, by the way, is 76L.

On The Outside It’s: Got some big numbers. Length overall: 5,325mm. Wheelbase: 3,125mm. 1,310mm for the rear overhang depending on the body fitted. 235mm for the body ground clearance. Inside the tray is 1,777mm of space, with a length of 2,550mm.

The main visible changes from the outgoing models are in the headlight design, the grille, and the bumper. The SX misses out on the LED driving lights, staying with a full halogen setup. The nose is a more upright style, the strakes in the grille have been turned upside down so the end points point downwards. It’s also bigger than before, extending downward to include, as a one piece item, a separate air intake. The surrounds for the driving lights in the far ends of the bumper has also been restyled.As mentioned, our review vehicle had some options fitted and these add some genuine flexibility to the overall usage. What was noticed though, was the somewhat ridiculous placing of the rear bumper, complete with step, underneath and inside the length of the tray. In essence, one could place a foot on the step but would have their leg at a 45 degree angle away from the step, rendering that particular feature unusable.We also noticed that the inside of the tray had a pair of ridges, one each side and a few centimetres from the outer wall. These have a series of holes drilled through from front to back, presumably to be used as tie down points.On The Inside It’s: Pretty good considering it’s the entry level model. Good looking plastics, comfortable and supportive cloth-trimmed pews, a dash display that’s slightly manga for our tastes, and simple to use & operate dials for the aircon. However, when the AC button is on, it’s only a too faint white light to show, rather than the more logical and visible blue light as seen virtually everywhere else.

A nice surprise was digital audio however the Android Auto/Apple CarPlay compatible 7.0 inch touchscreen has a home screen that is frankly terrible. There is a compass and a clock; the compass shows, when tapped, GPS coordinates only, rather than a far more usable navigation system. Once through to the audio screen (a tap of the piano black music symbol at bottom right) it brings up a screen that is mostly ok but not intuitive for scrolling through or setting stations as a favourite. As updated compared to the previous model, at this level, it may be it needs more polish.

It’s a key start and we found that on nearly every twist, it would act as if the battery was dead. A second twist and the engine fired up with no indication anything was amiss.Convenience features come in the form of a 12V socket, a USB port, a pair of cup holders and a small console bin. The tiller is reach and rake adjustable, and there is voice recognition software for the audio system. Headlights are auto-on and thick, easy to clean, rubber mates were fitted.

On The Road It’s: A typical light commercial in being a very bouncy ride without a load. We did get a chance to put in around 100kg of load and there was a small but noticeable improvement in the ride quality. The front suspension is coil springs on double wishbones, the rear is semi-elliptic leaf springs with gas shockers.

The redline on the 3.0 diesel is around 4,200rpm, but it runs out of puff well before that. Call it 3,000rpm and you’d be on the money. That peak torque, mind, is from 1,600rpm to 2,600rpm, so it’s entirely a bad think. Peak power is reached at 3,600rpm.It pulls nicely, and as expected, through to that 3,000rpm and this makes general driving a fair proposition. The gearing, however, is commercial (natch!) so 1st gets to maybe 25kph before a change up. 2nd runs to 40, 45kph. 6th sees around 2,000rpm at freeway velocities.Steering is heavy but not excessively so, and lightens up gradually as the numbers look north to 110kph. On the freeway it’s weighted just heavily enough to get the driver thinking, and light enough so extra effort to haul the SX 4×2 from lane to lane isn’t required. Changing down the gears is good enough too, with a heavy-ish clutch and notchy selector ensuring that driver involvement is a little less intuitive, a little more think about where things are.

The weighting of the selector is just about right though, and the lever height has the top fall to hand perfectly. This make the actual gear change on the go spot on, and combined with the notchy change, makes this manual transmission the right choice for the Isuzu SX 4×2.What About Safety?: Blind Spot Monitoring is standard, as is Rear Cross Traffic Alert and AEB. That’s across the range. Lane Departure Warning and Emergency Lane Assist are standard. A somewhat touchy Forward Collision Warning threw a few falsies our way but it too is standard across the range. Airbags? Eight, thank you very much, making the SX 4×2 better equipped in this respect that many passenger oriented vehicles. There are dual front, curtain, side, driver’s knee and far side airbags.

What About Warranty And Service?: It’s impressive. There is a six year warranty, seven years capped price servicing and roadside assist. First service is $389, fourth is $509, and seventh is $409. Intervals are 12 monthly or 15,000 kilometres.

At The End Of The Drive. As an entry level machine, the Isuzu D-Max SX 4×2 stacks up well. Pricing is sharp, engineering is sorted bar the surprisingly breathless engine, safety levels are high, and the cabin is decent enough. The touchscreen interface is a bit “how’s yer father” though and lowers the otherwise welcoming ambience of the cabin. The reskin has given the D-Max a more purposeful look and for the tradie, a huge range of options bring massive flexibility.

An overview of the D-Max range is available online.

2021 Jeep Compass Night Eagle: Private Fleet Car Review.

This Car Review Is About: The new, to the Compass range, Night Eagle. It’s now the entry level to the Compass family, and perhaps even the Jeep range, with a couple of compromises.

How Much Does It Cost?: It has a list price of $36,950, plus ORC, which in context is quite a competitive ask.

Under The Bonnet Is: Where we’ll find the compromises. First up, it’s front wheel drive only. No transfer case or even an all-wheel-drive option. Secondly, the transmission is a six speed auto. No eight, no nine.

The engine is the brand’s Tigershark naturally aspirated 2.4L four cylinder petrol. 129kW (6,400rpm) and 229Nm (3,900rpm) are the numbers, along with a plus-nine fuel economy.Our best was 8.8L/100km but overall it hovered between 9.5 to 9.8 from the 66L tank. Jeep says the urban figure is a somewhat frightening 11.2L/100km. Frightening because the Compass Night eagle is no heavyweight at 1,446kg.

On The Outside It’s: More like a Cherokee, even the Grand Cherokee, then ever. A brash, bluff, profile, it starts with a deep chin, the familiar seven slot grille, and the LED indicators below the main lights. The Night Eagle dips out on adaptive cruise control, auto high beam, and front parking sensors.

The lower air intake has the forward facing anti-collision sensor. Although ostensibly not aimed at off-roading Jeep advises there is a 15.8 and 30.8 degree approach and departure angle from the Compass’ 4,394mm overall length. Wheelbase is 2,636mm.A new shade, a metallic ($645 option) called Grey Magnesio, coated the body and highlighted the black painted alloys perfectly. There are Bridgestone Turanz rubber and the package is 225/55/18 in size. The rear window line kinks towards the top of the manual tailgate, and the rear door opens easily and effortlessly. There is a security cover here, and the clips that attach to the upwards folding door made a habit of coming loose.On The Inside It’s: A surprise in that it doesn’t feel an entry level machine. Leather appointed seats, steering wheel, and drive selector surrounds add a luxury touch. There is a 230V power socket and USB port for the rear seat passengers, a 12V and USB plus 3.5mm Auxiliary in the leading edge of the centre console.

The touchscreen is Jeep’s 8.4 inch unit with u-Connect, digital audio, Apple and Android compatibility, and 18 themes for the display. Although in reality there are only four or five as choices of numbers showed the same display. The double-up of climate controls via the touchscreen and the rotary/push tabs works a treat. Noticed was the hexagonal seat trim motif that was mirrored in the touchscreen’s backgrounds.

Our test vehicle was fitted with a full glass, dual pane, sunroof ($1,950 option) that works quickly. This is easily opened and closed via overhead tabs just above the driver & front passenger seats. Being entry level, it’s a key start, not push button. The key itself would feel stuck after switching off and requiring a bit of coaxing to slide out. Also, being an American design (but built in India) it’s a left hand indicator stalk and there is a quite plasticky feel in engaging it. There’s a bit of finger effort required to move it and a solid plastic sounding click when it does.

For the driver there are a pair of analogue dials with the jewelled look inserts. In between is the multifunction LCD display with nine submenus for info on economy, tyre pressures, trip meters, etc. Cabin ambience is closer to the upper end of luxury, with high quality look and feel for the plastics. Cargo space is good too at 438L.However, there is a small hiccup, and it’s when the driver’s door is opened, a slight misalignment of the trim outside leads to a scraping noise.It’s short, sharp, and annoying because this kind of quality control issue should not still be happening in a modern, robot controlled, production line.

On The Road It’s: Where we find another hiccup and it’s more troubling. The transmission, as mentioned, is a six speed auto only, and the ratios don’t quite work.

Drive around the ‘burbs’ and it sits in 4th gear, rarely moving to 5th by itself, and requires manual intervention more often to get it to drop down. 1st and 2nd, in comparison, are long, holding on and especially under a harder pedal, rather than intuitively shifting down. Climb up a slope and either 1st or 2nd, never both, will go quickly before holding onto the next. It’s not always the smoothest of shifters either, with noticeable thumps and clunks at low to suburban speeds.

Yet, on the freeway, it easily slipped to 6th and has the engine rotating at a lazy 2,000rpm. Remember, there is no turbo here, nor currently a hybrid option. It can get thrashy when pushed, as a result, with a metallic whine rising in timbre as the revs climbed.

Driveline worries aside, it’s a good steer, with perhaps just a little too much understeer as moderate cornering speeds have the Night Eagle’s nose constantly running wide. Suspension tune is adequate, with reasonable if not tightly controlled rebound and absorption on most tarmac surfaces. It did deal with shopping centre comparison speed restrictions nicely.What About Safety?: It’s well equipped with Full Speed Forward Collision Warning Plus, Reverse Camera, Blind Spot Alert, and Rear Cross Traffic Alert fitted. Seven airbags are also standard as are rear parking sensors.

What About Warranty And Service?: Five years and 100,000 kilometres; here it falls short as pretty much everyone else offers unlimited kilometres. However, roadside assistance is for the lifetime of the vehicle. Capped price servicing applies and it’s a good’un. $399 per service for the first five years on a 12 monthly or 12,000 kilometre cycle.

At The End Of The Drive. It’s a very good overall change to a new entry level vehicle, but falls down inches one area any car is judged on: how it drives. It’s almost unheard of nowadays for an auto to not fully utilise all of its cogs, and for this six speeder to be quite reluctant to move from 4th, it diminishes the driving ability and results in the user-unfriendly fuel economy as seen.It’s fair to expect the Night Eagle to be a suburban prowler, in competition with vehicles such as the Tucson, Qashqai or perhaps X-Trail, perhaps the Kia Seltos, and the all-conquering RAV4.

The cabin is a nice place to be, its handling characteristics will suit some buyers, but the issue with the transmission, in our opinion, will quickly become tiresome and become the Night Eagle’s millstone. Click here for more info.