Victorian Government reviewing loophole for speeding drivers

Company owners and executives in Victoria can use a loophole to avoid losing their licences when the car is registered to a corporation – but now the State Government is calling for that to change.

A loophole used by speeding drivers to avoid losing their licence could be about to close.

In the latest annual report from the Victorian Road Safety Camera Commissioner (RSCC), the commissioner highlighted situations where organisations choose to pay a $3000 fine, rather than nominating dangerous drivers who would normally have lost their licence from excessive speeding.

When a speeding vehicle registered to a corporation is caught on camera, the onus is on the organisation to nominate a driver. In many cases, the company will opt to pay a large fine instead of allowing its employee to lose their licence.

“In some cases, this allowed corporate executives, with full private use of a company vehicle, to personally avoid fines and demerit points,” the commissioner wrote in the annual report.

“Some of the excessive speeding offending detected would have resulted in the immediate loss of licence if the individual drivers had been nominated. This is concerning as these drivers have not faced the consequences for their dangerous driving behaviour and have been allowed to continue to place themselves and other road users at risk.”

The loophole was the focus of a 2019 report from the RCSS, with a number of recommendations presented in an effort to stop individuals from side-stepping traffic laws.

“I will be seeking updates from the relevant road safety partners on these recommendations and will report further in the next annual report,” the commissioner wrote.

MORE: High Court rules against Victoria’s electric-car road-user tax in landmark case

The recommendations include strengthening current laws, adding additional penalties for corporations in cases where a driver would have lost their licence – including suspending the car’s registration and blocking it from registering another vehicle – as well as having the Department of Justice investigate the worst repeat offenders.

The recommendations would bring Victoria into line with New South Wales, which requires corporations to nominate a driver by law.

Organisations that fail to comply face fines five times higher than those applied to a driver, along with an additional fine. Repeat offenders can be fined up to $22,000, along with having the vehicle registration suspended.

The annual report was one of more than 240 published by the Victorian Government in a single day.

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2024 Ford Mustang GT gains 590kW supercharger kit, coming to Australia

The official Australian distributor for Ford Performance – Herrod Performance – has confirmed a new factory-backed supercharger kit for the new Mustang GT will be available Down Under.

Ford Mustang GT FP800S concept

Ford’s high-performance parts division has unveiled a new factory-backed supercharger package for the new 2024 Mustang GT, delivering a power increase of more than 60 per cent to its V8 engine.

Revealed at this week’s Specialty Equipment Marketing Association (SEMA) trade show in Las Vegas, the Ford Performance supercharger kit has been designed for the new, seventh-generation ‘S650’ Mustang GT V8 which is due in Australia next year.

Herrod Performance, the exclusive official Australian distributor for Ford Performance, has confirmed the supercharger kit will be available locally next year after the new Mustang arrives in showrooms.

The Melbourne-based speed shop has previously worked with Ford on the 2019-2020 Mustang R-Spec – the only factory-backed supercharged version of the muscle car sold in Australia – as well as its own ‘SM17’ and ‘DJR40’ limited editions.

While US versions of the Mustang GT produce up to 358kW from their 5.0-litre ‘Coyote’ V8 engines – up from the 347kW rating of Australian-delivered examples – Ford claims the supercharger adds an extra 239kW, equating to a 67 per cent power increase.

The 597kW power output (or 800 horsepower) in US models can be delivered to the Mustang GT’s rear wheels through either a 10-speed automatic or six-speed manual transmission.

In addition to the 3.0-litre Whipple supercharger, the package includes a water-to-air intercooler, a larger heat exchanger, larger intake throttle bodies and a revised engine control unit (ECU) tune.

According to Ford Performance, the supercharger kit complies with the strict California Air Resources Board (CARB) emissions regulations and is backed by a three-year/58,000km warranty.

Warranty details for the package in Australia have not been announced.

A version of the supercharger for the more powerful Mustang Dark Horse is also in development, and is expected to produce even more power as the flagship performance variant quotes 15kW more than the GT in the US, with a unique crankshaft and forged conrods.

The supercharger made its debut at SEMA on the Mustang ‘FP800S’ concept – standing for Ford Performance 800 (horsepower) supercharger – which the car-maker intends to offer as a package for the GT.

On top of the supercharger kit, the Mustang FP800S package includes a lower ride height and stronger half-shafts which connect the differential to the hubs, while carbon-fibre aerodynamic parts and four 5.0-inch Borla exhaust tips are optional extras.

Pricing for the supercharger package is yet to be confirmed.

As reported last week, the 2024 Ford Mustang GT is due in Australia between April and June 2024, priced from $77,002 plus on-road costs in Fastback V8 manual guise and $80,902 plus on-road costs for the automatic.

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Video: BMW XM crashes attempting to set Pikes Peak hill-climb race record

A BMW XM V8 hybrid which crashed a handful of corners into the 20-kilometre Pikes Peak race course was attempting to set a new record for a production SUV.

Footage has emerged of a BMW XM – the car-maker’s most powerful production car – crashing at the world’s highest-altitude motor race, the Pikes Peak hill-climb in the US, more than four months after the incident occurred.

In June, BMW attempted to reset the record for a production SUV at the Pikes Peak International Hill Climb (PPIHC), a timed event up a 20km mountain pass in Colorado and a 1500-metre elevation change from bottom to top.

The German car maker set a goal of beating a time of 10 minutes and 32.064 seconds up the course – set by a Lamborghini Urus in 2022.

BMW’s chief performance-car driving instructor, Matt Mullins, piloted the XM Label Red SUV, which can produce up to 550kW and 1000Nm from its 4.4-litre twin-turbocharged petrol V8 and electric motor – making it the company’s most powerful production model ever.

After three practice runs which appeared to be within reach of the record, Mullins began his official timed attempt – but at the first of almost 40 checkpoints, the XM entered a corner too quickly and ran wide off the road.

With Mullins unable to recover the BMW XM after it entered a ditch at high speed, the SUV struck a tree and rolled, eventually landing back on all four wheels – while the tree it impacted fell to the ground, away from the vehicle.

Mullins emerged unscathed from the wreck, though the same could not be said for the BMW which suffered significant front-end damage, with its right-side front wheel torn away from the chassis.

While the damage was too much to be repaired for another record attempt on the same weekend, a BMW spokesperson told Motor1 at the time of the incident: “The focus now is on re-preparing the vehicle and planning for another record attempt later this summer.”

A second video detailing the Pikes Peak attempt is due to be released later this week.

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Electric Isuzu D-Max ute to borrow motor from commercial truck

In an effort to keep its development costs low, Isuzu’s truck and ute divisions will share major components across their electric models.

The electric ute on the way from Isuzu is expected to share key components with its light commercial truck cousin.

The recently-unveiled electric N Series light commercial vehicle from Isuzu Trucks – badged as the Elf EV in Japan – is powered by an electric motor producing 110kW to 150kW, and 370Nm.

While details of the electric D-Max from Isuzu have yet to be announced – along with its name, which could be badged as the E-Max – Drive has learned the ute will swap its diesel four-cylinder engine for the same electric motor found in the Isuzu N Series electric truck.

As with the current Isuzu D-Max and N Series truck – which essentially share the same family of four-cylinder diesel engines – the electric motor could be detuned due to the ute’s lower weight, while improving its driving range.

The move to share the electric motor is likely to reduce development and manufacturing costs.

MORE: Isuzu Trucks targeting ute buyers with a new model and an electric option

Drive first raised the possibility of the electric D-Max adopting the truck’s electric motor in May 2023, following the public debut of the electric N Series in Brisbane.

However, it appears likely the D-Max will require its own custom battery pack, given the N Series uses large replaceable batteries where the diesel tanks would normally sit.

In October 2023, Isuzu confirmed the electric D-Max would be built in Thailand – the same country where the current diesel-powered ute is built for the Australian market.

However, Norway – where 90 per cent of new cars sold are electric – will be the first market to receive the model, with Thailand to follow.

“We are unable to comment on future powertrain plans for the D-Max, including the suitability of the electric powertrain previewed in the Isuzu Elf EV,” a spokesperson for Isuzu Ute Australia told Drive.

MORE: The age of the E-Max – Electric Isuzu D-Max ute coming in 2025

“At this point in time, we are unable to comment on specifics relating to future model plans. That said, as part of our due diligence, [Isuzu Ute Australia] will continue to monitor the local needs and evaluate the reception of [electric vehicles] locally, and work with the factory to provide a product mix to meet Australian consumer needs.”

Despite the Isuzu D-Max ute, MU-X SUV, and Isuzu Truck range being developed and manufactured by the same Japanese parent company, in Australia the business divisions importing and distributing the D-Max and MU-X, and truck range are different.

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Custom classic Toyota LandCruiser gets NASCAR V8 power

Toyota didn’t need to dive far into its parts bin to find an engine wild enough to complement this custom-made ‘FJ Bruiser’ off-roader.

The US division of Toyota has unveiled a wild classic LandCruiser powered by a V8 engine from its NASCAR race cars – and fitted with heavy-duty rock-crawling equipment.

Built to celebrate the LandCruiser nameplate’s US return – albeit as what is called the Prado in Australia – this retro Toyota started life as a 1966 ‘FJ45’ pick-up but was recently modified by Toyota Motorsports for this year’s Specialty Equipment Market Association (SEMA) trade show in Las Vegas.

Dubbed the ‘FJ Bruiser’, the LandCruiser’s body has been largely unchanged, but its chassis has been replaced by a custom frame inspired by go-anywhere rock-crawlers, giving the 4×4 ample ground clearance.

In period, the ‘FJ’ 40 Series LandCruiser was available with a choice of two inline-six cylinder petrol engines – either 3.8 or 4.2 litres – but the FJ Bruiser has been upgraded with a V8 which makes more than five times its original power.

Sourced from Toyota’s NASCAR race team – which has won two championships at the top level of competition since 2015 – the 5.86-litre/358ci V8 produces up to 540kW, sucking in air through a drag-racer-style intake, though without a supercharger.

A transfer case can send the power to either the rear or all four wheels through a three-speed automatic transmission.

In low range, the FJ Bruiser can crawl at just 19km/h while revving at 7000rpm or, in high range, it can reach 265km/h in top gear.

Another kind of propulsion system is fitted to its undercarriage, with a tank track allowing the 4×4 to be moved forwards or backwards if it becomes stuck on a surface.

A set of 20-inch Method beadlock wheels – shod in 42-inch BFGoodrich Krawler tyres – are connected to the tube-frame chassis via Fox shocks and Eibach springs.

Inside, Complete Customs assisted Toyota in updating the LandCruiser’s cabin and improving its safety, fitting a roll cage to protect occupants in the event of an impact.

A pair of plaid-patterned Momo Daytona Evo seats hold the driver and passenger in place, while a vintage Momo replica the steering wheel from Jackie Stewart’s 1968 Matra Formula One car is also fitted.

The Toyota FJ Bruiser will be on display at SEMA until November 3 when the trade show ends.

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Bank launches electric-car cost calculator

Trying to decide whether to get a petrol or diesel car versus an electric vehicle? One bank has launched a new calculator to compare the different types of propulsion.

New-car buyers in Australia now have another way to compare the cost differences of operating petrol, hybrid, diesel and electric cars.

Launched by Macquarie Bank, the Electric Vehicle Savings Calculator allows prospective buyers to see the projected differences in running costs – and CO2 emissions – over five, 10, and 15-year increments.

However the calculator still requires the user to input some data to ensure the comparisons are accurate – including annual running costs, insurance, the cost of fuel, the cost of electricity, and any state government rebate provided.

The calculator takes into account whether the owner will be charging their electric car using home solar or the power grid.

Comparing a Toyota Corolla Cross Atmos hybrid and an electric BYD Atto 3 – costing $50,000 and $51,000 respectively before on-road costs – the calculator estimates the owner will save $3536 on fuel and 2.8 tonnes of CO2 emissions over five years when charging via home solar.

MORE: Global bank predicts price cuts amid new-car oversupply

Macquarie is one of several Australian banks offering loans tailored to electric cars.

In September 2023, the Commonwealth Bank announced it had partnered with electric-car specialist Tesla to provide fixed-rate loans for buyers.

Those interested in using the Electric Vehicle Savings Calculator and find it here.

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It sold in huge numbers, so why was the HD Holden a failure | Drive Flashback

Bigger, more powerful and better-equipped than the model it replaced, the HD Holden sold in huge numbers. So why is it still considered a failure?

Original story by Tony Davis published in Drive on 30 October, 1998

Some say the sharp guards killed the car off, others insist it was the oddball styling, complete with concave rear windscreen, or that the rounded sides emphasised the narrow track and made the car look unstable.

Yet the 1965 Holden HD started with a charge. Pent-up demand for a new Holden – any new Holden – and a booming economy combined to ensure writer’s cramp for anyone taking orders.

In May 1965 alone, Holden sold 19,000 HDs. During the first 14 months nearly 180,000 hit the road. These records might never be beaten.

Yet well before then, Holden executives knew they were in trouble. The figures hid a huge public cooling for the HD. Designers, engineers and production people were pressed to speed the replacement HR to market.

The HD replaced the hugely successful EH, taking up the horsepower challenge from Ford and Valiant with the most powerful Holden engine yet.

The HD’s increased length over the EH (about 50 mm) came largely from the pointed guard extensions which would soon cause much trouble.

Equipment levels were improved and such features as self-adjusting brakes were added. The company’s first disc brakes were an option, though for the front wheels only.

Much trumpet-blowing accompanied the launch of Holden’s first vinyl roof, in black or white on the upmarket Premier. This useless Americanism, making the car hotter and more prone to rust, was intended to invoke the look of a convertible (with the roof up).

The new X2 “big banger” engine, a higher-output version of the EH’s 179 “red motor”, was an option on all models. With twin Bendix carburettors, a modified camshaft and new inlet and exhaust manifolds, it developed 105kW, about 25 per cent up on standard, and compared favourably with Ford’s “Super Pursuit”, but produced a lot less torque than Valiant’s “Slant Six”.

The X2’s automatic option was not the popular Hydramatic but the older and inferior two-speed Powerglide.

Part of the HD’s problem was Ralph Nader’s Unsafe at Any Speed. This landmark US book pilloried the radical rear-engined Chevrolet Corvair and, in the process, put “road safety” on everyone’s lips. Soon newspapers were running pictures of the HD’s front guards and claiming they were a danger to pedestrians. A media feeding frenzy about the guards began. Tony Davis

So, what happened next?

Despite Holden selling 178,927 cars in just over 14 months, the HD Holden was, in context, a bit of a sales flop for GM-H. Little wonder then that it earned the less-than flattering sobriquet ‘Holden’s Disaster’.

Underscoring its relatively poor sales record, the Holden models that came before and after it, the EH and HR respectively, both sold in excess of 250,000.

The HR was hastily redesigned to counter the HD’s faltering sales. Featuring a revised grille, a redesigned roofline that noticeably flattened the HR’s profile, Holden’s designer also took the razor to arguably the HD most controversial feature, those protruding guards.

Now flattened almost completely, the front guards of the HR aligned nicely with the revised grille and lent the car an altogether more handsome front end.

The tail-lights too received a major redesign. Gone were the small, square lights from the HD, replaced by vertical units that covered the height of the HR’s rear end.

The HR (pictured above) was also the beneficiary of some then-new safety Design Rules that saw all late-1966 built cars receive front seat belts as standard for the first time, along with a reversing light and padded sun visors.

Certainly, the HR Holden reasserted GM-H’s dominance over Ford. With sales of 252,352 cars between its introduction in April 1966 and the end of its life in January 1968, the HD Holden bested its main Ford rival in the sales charts, the Blue Oval shifting around 90,000 XR Falcons from 1966-68.

Today, the HD is arguably the least fondly remembered Holden, and thanks to not having troubled the large army of car collectors in the same way as some its GM-H stablemates, increasingly rare. And that’s pushed up prices today, the six HD Holdens listed on one classified site priced similarly to the more popular EH and HR Holdens. RM

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