Martha Oplopiadis, President, SAE Australasia, explains how a strategic reset, expanded mobility focus and strong student engagement will position SAE-A to support engineers and industry through a rapidly evolving 2026 landscape.
As we move into 2026, it’s clear this will be a defining year for SAE-A. Over recent months, I’ve spoken about our intention to reset the organisation – ensuring we are positioned not just for today, but for decades ahead. That work is now firmly underway, supported by a structured strategy, an organisational blueprint and a renewed focus on relevance for our members and industry.
This reset is not about starting again – it’s about evolving. Engineering is changing rapidly, and so too must the organisations that support it. That’s why we are broadening our focus beyond traditional automotive to embrace mobility in all its forms – across land, sea and air.
Engineers are already at the centre of solving some of Australia’s biggest challenges, from sustainable transport to inclusive technology. Our role is to support that work by strengthening connections across industry and creating opportunities for collaboration. SAE-A has always been a conduit between people and ideas, and that remains central to what we do.
A key step in this journey has been the formation of our industry advisory committee, bringing together experienced members to help shape our future direction. That collaboration was on display at our second roundtable event in March, hosted by Bosch, where we worked together to identify three core focus areas that will underpin our strategic priorities moving forward.
These priorities will guide how we deliver value to members and industry, ensuring our efforts are aligned with where engineering is heading – not where it has been.
As part of this evolution, we are also progressing plans to update our name to better reflect our expanded scope into technology and mobility. It’s an important step in ensuring our identity aligns with the work our members are already doing.
Importantly, this transformation is happening alongside a full calendar of activity. From our AGM and Excellence Awards to facility tours, webinars and the continued growth of Formula SAE-A, 2026 is shaping up to be one of our most active years yet.
Motorsport has already played a major role in the early part of the year. I had the opportunity to join Engineers Australia at a Grand Prix panel discussion, exploring the role of engineers in motorsport and the pathways available through programs such as Formula SAE-A. It was particularly encouraging to see the level of interest from students, many of whom are looking to motorsport as a gateway into engineering careers.
Meeting the Lunar team, fresh from their 2025 world championship success, was another highlight. Their achievement is a reminder of the capability and ambition within our emerging engineering talent.
What also stood out during the Grand Prix was the focus on power management systems in Formula One. These are complex challenges – but they are the same challenges our Formula SAE-A teams are tackling, designing and optimising energy systems at a student level.
The relevance of that work extends far beyond motorsport. The same principles underpinning performance and efficiency on the track are increasingly critical in areas such as battery energy storage and renewable energy integration.
Motorsport, in that sense, continues to be a powerful proving ground – not just for performance, but for sustainability.
As we continue through this year of change, I encourage all members to stay engaged, share your insights and be part of the journey. This reset is not something we do alone – it is something we build together.
Monash and Charles Darwin University research aims to improve road construction efficiency, reduce costs and deliver safer, longer-lasting infrastructure nationwide.
Australian researchers are advancing road construction technology through new work led by Monash University and Charles Darwin University (CDU), targeting faster build times and more durable infrastructure.
At Monash University, engineers have developed a new method to accelerate the drying of road-base materials – one of the most time-consuming and weather-dependent stages of road construction.
The research, led by Professor Jayantha Kodikara from the Department of Civil and Environmental Engineering, combines microwave energy with controlled hot airflow to dry compacted unbound granular materials, which form the foundation of most road surfaces.
Traditional drying methods rely heavily on sunlight and favourable weather, often causing costly delays. The Monash approach offers a more controlled and predictable alternative, with laboratory trials showing faster and more consistent surface drying compared to using microwaves alone.
The team has also incorporated machinelearning models to predict drying outcomes based on variables such as temperature,
airflow speed, angle and time. These models demonstrated strong accuracy, suggesting contractors could better plan construction schedules and reduce uncertainty on-site.
While challenges remain in drying deeper material layers, the work represents a significant step toward reducing reliance on weather and improving construction efficiency.
Further north, Charles Darwin University is taking a broader approach to road innovation through the launch of its Centre for Asphalt and Road Technologies (CART).
Backed by the Northern Territory Government’s Department of Logistics and Infrastructure and Tyre Stewardship Australia, the centre aims to drive research, collaboration and commercialisation in pavement technologies.
Led by Dr Ali Rajabipour, the CART initiative brings together expertise in road design, materials and performance, with a focus on
delivering infrastructure that is more durable, cost-effective and suited to challenging local conditions.
The centre builds on CDU’s existing pavement research program and is designed to strengthen links between academia, industry and government, helping translate research into practical outcomes.
According to CDU, the goal is to develop roads that last longer, require less maintenance and improve safety for road users – particularly in regions where climate and distance create additional challenges.
Together, the work from Monash University and Charles Darwin University highlights a growing national focus on smarter, datadriven road engineering.
By combining advanced materials research, predictive modelling and industry collaboration, Australian institutions are positioning themselves at the forefront of efforts to deliver more resilient, efficient and cost-effective transport infrastructure.
CDU Senior Lecturer of Engineering Dr Ali Rajabipour.
Monash drives women into motorsport STEM
Monash University highlights gender equity in motorsport and engineering through Grand Prix-linked event, promoting leadership, visibility and pathways for women.
Monash University (Monash) has reinforced its push for gender equity in engineering and motorsport, hosting the In Her Corner event at the Australian Grand Prix.
The event brought together global motorsport leaders, engineers and emerging talent to promote inclusivity and highlight pathways for women in STEM.
Monash Vice-Chancellor and President Professor Sharon Pickering said the initiative plays a key role in addressing barriers that have historically limited female participation in engineering and motorsport.
“When women see themselves reflected in leadership and innovation, it shows them what is possible and who belongs,” Pickering said.
She added that improving gender equity requires more than visibility, calling for structural change to ensure talent can develop and thrive across the sector.
The program featured panel discussions and presentations from highprofile figures including Formula 1 media presenter and former Sauber Head of Strategy Ruth Buscombe, Formula 1 CEO Stefano Domenicali and Engineers Australia Chief Engineer Katherine Richards.
Discussions focused on leadership, innovation and lived experience, providing insight into both the ongoing challenges and emerging opportunities for women in technical and motorsport roles.
Beyond the event, Monash is embedding gender equity through longterm institutional initiatives. The university is a contributor to the Women in STEM Decadal Plan and participates in the SAGE Athena
Swan framework, becoming the first group of eight university’s to achieve Silver accreditation in 2025.
Since 2018, Monash has more than doubled the number of women professors in STEM disciplines, alongside growth in senior academic roles and expanded mentoring programs.
At the student level, initiatives such as Women in Engineering at Monash and dedicated scholarships aim to build early engagement and strengthen pathways into industry.
As an official event supporter, Monash also promoted their studentled innovation at the Grand Prix Innovation Hub, reinforcing the link between education, engineering and real-world application.
The In Her Corner event concluded with a call for stronger collaboration across universities, industry and motorsport to ensure the next generation of women in STEM is supported, visible and empowered.
Australian-made Huntsman howitzers roll out
First locally built AS9 Huntsman howitzers mark milestone for Australian defence manufacturing, boosting jobs, capability and sovereign industry in Victoria.
Hanwha Defence Australia has marked a major milestone with the rollout of the first Australian-made AS9 Huntsman self-propelled howitzers from its Avalon facility in Victoria.
The three vehicles, produced at the Hanwha Armoured Vehicle Centre of Excellence (H-ACE), signal the return of high-technology armoured vehicle manufacturing to the Geelong region and form part of the Australian Army’s LAND 8116 program.
They join earlier units built in South Korea and will now undergo further testing, training and verification activities, including firing trials, as the capability moves closer to operational service. Hanwha is also working alongside Australian Army personnel to train operators and maintainers at the facility.
Hanwha Defence Australia CEO Ben Hudson described the moment as a significant achievement for both the company and the broader defence industry. The AS9 Huntsman, based on the globally proven K9 platform, features a 52-calibre 155mm gun system already in service with multiple nations, including NATO members.
The companion AS10 ammunition resupply vehicle has been designed to improve safety and efficiency, reducing risk to soldiers while supporting sustained operations in demanding environments.
The program is underpinned by a broad Australian supply chain, with dozens of local companies contributing to manufacturing, systems integration and support. The technology transfer between South Korea and Australia has also been highlighted as a key element in building sovereign capability.
The rollout comes as the Victorian Government continues to position the state as a defence manufacturing hub. The $225 million Avalon
Hanwha Defence Australia and Europe CEO Mr Ben Hudson, Victorian Government local member Ms Ella George, Deputy Prime Minister Mr Richard Marles and Victorian Government Minister for Advanced Manufacturing Mr Colin Brooks.
facility, supported by state funding, will also produce Redback Infantry Fighting Vehicles under the LAND 400 Phase 3 program.
Victorian Minister for Industry and Advanced Manufacturing Colin Brooks said the milestone reinforced the state’s leadership in defence manufacturing.
“This milestone cements Victoria’s position at the centre of Australia’s defence manufacturing capability, supporting highly skilled jobs, strengthening sovereign capability and driving long-term economic growth,” Brooks said.
Government figures say the broader program is expected to generate more than 1,000 direct jobs and support thousands more across Victoria’s defence supply chain.
The first Australian-made AS10 vehicle is expected to follow later this year, further expanding local production capability.
L-R Republic of Korea Charge d’Affaires Mr Jimin KIM, Major General Richard Vagg Head of Land Capability, Major General Jason Blaine Head of Land Systems, Mr Ben Hudson
RMIT-developed piezoelectric nylon film generates electricity under pressure, offering durable solution for automotive sensors, smart surfaces and energyharvesting vehicle systems.
A breakthrough from RMIT University could reshape automotive sensor technology, with researchers developing a flexible nylon film capable of generating electricity under extreme pressure while maintaining durability.
The material, based on nylon-11, produces electrical energy when compressed – a property known as piezoelectricity – and has demonstrated remarkable resilience, continuing to function even after being run over by a car multiple times.
Piezoelectric materials are already embedded across modern vehicles, underpinning systems such as fuel injectors, parking sensors and airbag deployment. However, traditional materials like ceramics and quartz can be brittle, limiting their application in high-stress automotive environments.
RMIT’s innovation addresses this limitation by reengineering nylon at a molecular level. Using high-frequency sound waves and an applied electric field during solidification, researchers aligned the material’s internal structure to significantly enhance its ability to convert mechanical energy into electrical output.
The result is a thin, flexible film that can be bent, stretched or compressed while continuing to generate power, making it well suited to next-generation automotive applications where durability and packaging flexibility are critical.
From an engineering perspective, the technology opens pathways for self-powered vehicle systems. Sensors embedded in suspension components, tyres or road-contact surfaces could harvest energy from motion and vibration, reducing reliance on traditional electrical systems and wiring complexity.
Lead researcher Professor Leslie Yeo said the development offers a practical solution for devices that must withstand real-world operating conditions. He noted the material’s resilience makes it suitable for automotive
Are we ready to hit the road with
environments where repeated stress, impact and temperature variation are constant challenges.
Associate Professor Amgad Rezk added that the manufacturing process is both scalable and energy-efficient, an important factor for integration into automotive supply chains. Beyond vehicles, the technology could support smart infrastructure, including road surfaces capable of monitoring traffic loads or generating energy from passing vehicles.
The research, published in Nature Communications, marks a significant step toward integrating energy-harvesting materials into automotive engineering, potentially enabling lighter, more efficient and increasingly autonomous vehicle systems.
driverless shuttle buses?
Researchers have demonstrated how an on-demand autonomous shuttle bus system could significantly improve transport efficiency in Adelaide’s northern suburbs, reducing travel times and making it easier for commuters to connect with major transport hubs.
An Adelaide University study has explored how driverless shuttle buses could operate in the Mawson Lakes area, linking local destinations such as the Mawson Lakes town centre and the university campus with the Mawson Lakes Interchange.
Using a combination of community surveys and advanced computer simulations, the researchers designed a theoretical system that dynamically plans routes and schedules driverless buses based on passenger demand.
Lead researcher Dr Li Meng, a lecturer in transport, logistics and supply chain management, said autonomous shuttles could play a key role in solving the ‘last-mile’ problem – the gap between public transport stations and people’s final destinations.
“Many people find it difficult to access convenient transport for the final stage of their journey,” Dr Meng said.
“An on-demand autonomous shuttle service could connect passengers quickly from transport interchanges to workplaces, homes or campuses, improving both convenience and efficiency.”
Using travellers’ pick-up and drop-off inputs, MATLAB-based artificial intelligence simulations
determined efficient autonomous vehicle routes to minimise passenger travel time.
In the Mawson Lakes case study, simulations showed that three autonomous shuttle buses would be able to transport dozens of passengers between the interchange and surrounding destinations while minimising total travel distance and passenger waiting time.
To understand how people might respond to the technology, the researchers also conducted a survey of 100 potential users, including students, residents and visitors in the Mawson Lakes area. The results revealed strong public interest in autonomous transport.
More than 90 per cent of participants said they would be willing to use autonomous vehicles as public transport in the future, citing convenience and environmental benefits as key reasons.
The survey also found most passengers would consider a waiting time of five-10 minutes acceptable for an on-demand shuttle service. However, the study identified several challenges that would need to be addressed before such systems could become a reality. Safety and public trust remain significant concerns for some potential users, and researchers noted that public education and real-
world demonstrations would be important for building confidence in autonomous technologies.
Technical challenges also remain, particularly around vehicle navigation in complex urban environments. Autonomous vehicles rely heavily on GPS signals, which can be disrupted in built-up areas or tunnels. The researchers suggest combining GPS with other sensors, including cameras, LiDAR and inertial measurement systems, to ensure reliable navigation.
“Despite these challenges, the findings suggest that autonomous shuttle buses could offer a sustainable and flexible transport option for low-density cities like Adelaide,” according to Dr Meng.
The researchers say the next step is to explore more advanced algorithms, refine route allocation strategies and test autonomous shuttle systems in real-world conditions.
“Our results show that an on-demand autonomous shuttle system is technically feasible and could significantly improve urban mobility.
“With further research and testing, this type of service could become an important part of future public transport networks.”
Avetta, BG partner on transport safety
New partnership introduces AI-powered road transport risk assessment tool, helping Australian organisations manage compliance, improve safety outcomes and strengthen supply chain oversight.
Avetta has announced a strategic partnership with BG Road Safety to introduce new capabilities aimed at reducing road transport risks across Australian supply chains.
The collaboration will see BG Road Safety’s specialist expertise integrated into Avetta’s AI-powered Avetta One supply chain risk management platform, delivering a new road transport assessment module designed to improve how organisations evaluate and manage transport safety performance.
The move comes as Australian businesses face increasing regulatory scrutiny around road transport risks. Under the Heavy Vehicle National Law and Chain of Responsibility obligations, accountability extends across the entire supply chain, placing greater pressure on organisations to demonstrate active risk management rather than simple compliance.
Avetta said the new tool will provide a structured and defensible framework for identifying transport risks, assessing contractor safety controls and documenting gaps. This is expected to support board-level assurance, insurance discussions and regulatory scrutiny following incidents.
BG Road Safety brings decades of experience working with high-risk industries including mining, construction and utilities, where long distances, remote operations and heavy reliance on road transport heighten exposure to fatigue, maintenance and emergency response risks.
Avetta Chief Revenue Officer Jeff Kristick said road transport remains one of the most complex and risk-prone areas of supply chains, and the partnership would provide greater visibility over supplier safety performance.
BG Road Safety CEO Dean Aravidis added that organisations are increasingly required to demonstrate not just policies, but how risks are actively understood and controlled in practice.
The partnership forms part of Avetta’s broader global partner program, aimed at strengthening supply chain safety, sustainability and risk management capabilities for both clients and suppliers.
University of Queensland to conduct world-first tests into magnetic heat shields to improve spaceship re-entry
Magnetic heat shields could increase the viability of future return missions to Mars by making spacecraft lighter, cheaper, and cooler during re-entry.
University of Queensland (UQ) hypersonics researcher Dr David Gildfind and his team at the School of Mechanical and Mining Engineering are conducting the world’s first experiments to determine how spacecraft size affects magnetic heat shield performance. Heat shields are used to protect spacecraft from the intense fireball that forms when reentering Earth’s atmosphere, where speeds in excess of 30,000km/hr cause the air around the vehicle to become so hot it turns to plasma.
Dr Gildfind said his work was focused on actively deflecting this super-hot plasma with superconducting magnets, instead of just relying on conventional thermal protection such as the ceramic tiles that were used on NASA’s space shuttles.
“When the magnet pushes at the plasma, the plasma pushes back on the spacecraft, helping to slow the spacecraft down,” Dr Gildfind said.
“The idea with this is it gives you extra braking earlier on to help slow the spacecraft down before the fireball reaches peak intensity and g-forces become intolerable.
“And by reducing temperatures on the surface of the spacecraft, the vehicle’s thermal protection system can be made lighter without compromising safety during its fiery ride back into Earth’s atmosphere.”
An ARC Discovery Grant has allowed Dr Gildfind and other UQ hypersonics researchers to join international efforts to
research magnetohydrodynamic heat shield technology.
UQ says its Centre for Hypersonics is already recognised as the world’s leading universitybased research group for hypersonics, defined as speeds greater than Mach 5, or five times the speed of sound.
Two decades ago, the Centre gained international attention for conducting the first atmospheric SCRAMjet test.
Dr Gildfind and his team will build on that history of innovation by conducting world-first experiments in their hypersonics laboratory to measure how a magnetic field deforms due to the flow of plasma through the field.
“We will put the theory into practice for what would be the ultimate application for this technology – a large, crewed capsule returning to Earth from Mars, such as a future version of NASA’s current Orion capsule,” Dr Gildfind said.
“Until now there has been very limited research as to how a magnetic field deforms when plasma flows through it during flight at these speeds, even though we expect the effect to be significant. We hope to change that and forge a path forward for this technology to make spaceflight safer and cheaper.”
However, Dr Gildfind said it was not yet known how the technology will perform at the scale required for human space travel.
“The truth is, this is uncharted territory in the field of spacecraft design. The physics involved in using strong magnetic fields to manipulate the fireball engulfing a large spacecraft is incredibly complex, and while our models and analysis predict big gains in performance, no one can know for sure until we do experiments.”
Dr Gildfind said the findings of the research, supported by the $610,710 ARC grant, will be shared with international space agencies as part of an effort to boost collaboration and help Australia’s growing space industry continue to take flight.
Dr David Gildfind
Toyota Pony.ai scale robotaxi production plans
Mass-produced bZ4X robotaxis mark major step toward large-scale autonomous mobility, with cost reductions and production efficiencies accelerating commercial deployment.
Pony.ai and Toyota have taken a significant step toward large-scale autonomous mobility, with the first mass-produced bZ4X robotaxi rolling off the production line.
The milestone signals a shift from pilot programs to scaled production, with the partners planning to build more than 1,000 robotaxis in 2026. These vehicles will be deployed across major Chinese cities as part of a broader strategy to expand Pony.ai’s fleet beyond 3,000 units.
Developed in collaboration with Toyota Motor China and GAC Toyota, the bZ4X robotaxi integrates autonomous driving technology with established automotive manufacturing processes. Production is supported by Toyota’s global manufacturing network, ensuring consistency and scalability.
At the core of the vehicle is Pony.ai’s seventhgeneration autonomous driving system, which features fully automotive-grade components. The latest system also delivers a 70 per cent reduction in bill-of-materials cost compared with the previous generation, a key factor in improving commercial viability.
From an engineering perspective, the integration of autonomous systems into a mass-production environment represents a critical step forward. The use of Toyota’s Production System (TPS) embeds strict quality control, safety management and durability standards into the robotaxi manufacturing process.
Toyota’s long-standing focus on quality, durability and reliability underpins the production approach, ensuring that autonomous vehicles meet the same standards as conventional passenger cars. This alignment is essential as the industry transitions from limited trials to full commercial deployment.
The bZ4X robotaxi also introduces enhanced passenger features, including Bluetoothenabled vehicle access, voice interaction systems and pre-trip climate control, alongside refined driving behaviour aimed at improving ride comfort.
The partnership between Pony.ai and Toyota dates back to 2019 and has evolved to include joint development, manufacturing and operational support for robotaxi services.
This latest production milestone demonstrates how autonomous driving technology is moving beyond experimental phases toward industrial-scale deployment, supported by mature manufacturing systems and cost-efficient engineering solutions.
Wayve, Uber and Nissan’s collaboration on Robotaxis
Uber’s first autonomous vehicle partnership for Japan, in collaboration with Wayve and Nissan is planned as a global robotaxi rollout across over 10 cities, including London. The pilot is planned for Tokyo in late 2026, subject to discussions with relevant authorities.
Wayve, Uber and Nissan has announced the signing of a memorandum of understanding to collaborate on the development of robotaxis and commence activities to realise the deployment of robotaxi services. The parties will begin preparations for a pilot deployment in Tokyo by late 2026, introducing the Nissan LEAF powered by the Wayve AI Driver, available to riders through Uber.
This marks Uber’s first autonomous vehicle partnership in Japan and the next milestone in Wayve and Uber’s global robotaxi rollout, which includes planned services across more than 10 cities worldwide, including London.
Under this scheme, the goal is to integrate Wayve’s end-to-end AI autonomous driving system into Nissan’s base vehicle, which can accommodate the Wayve AI Driver and connect to Uber’s ride-hailing platform, matching robotaxis with individuals seeking transportation.
During the initial phase, the vehicles will operate on the Uber network with a trained safety operator in the car, allowing riders to experience a robotaxi service as part of their everyday journeys.
Wayve, Uber and Nissan aim to deploy their state-of-the-art, safe and reliable robotaxi service in Tokyo, one of the world’s most challenging markets with its dense traffic patterns, complex road layouts and high safety standards.
The Wayve AI Driver is designed to learn from
real-world data and generalize across new roads and cities without the use of an HD map. This enables rapid expansion into global markets and supports deployment in dynamic urban environments like Tokyo.
“Tokyo represents an important step forward in bringing embodied intelligence to one of the world’s most sophisticated mobility markets. We have been testing our technology throughout Japan since early 2025, building extensive experience in the country’s unique road environments. Partnering with Uber and Nissan to begin pilot deployment of Robotaxi allows us to introduce this technology in a responsible way, while continuing to learn and expand,” cofounder & CEO, Wayve, Alex Kendall, said. Uber intends to launch the service through a licensed taxi partner in Japan, working in close alignment with relevant authorities, and is currently in the process of selecting its partners.
“Autonomous mobility is becoming an increasingly important part of the Uber platform. We are excited to expand our collaboration with Wayve and to work with Nissan to bring robotaxi services to Tokyo,” CEO, Uber, Dara Khosrowshahi, said.
“Following our planned pilot deployment in London, we look forward to expanding into Tokyo and introducing new, modern ways to travel in some of the world’s largest cities. It also reflects our long-term commitment to Japan, a critical market where innovation can
Range extender trucks slash fleet costs
FEV analysis shows hybrid range-extender trucks can cut operating costs and emissions significantly, offering practical electrification without major charging infrastructure investment.
Range-extender electric trucks could deliver a step-change in commercial vehicle economics, with new analysis from engineering firm FEV suggesting total cost of ownership reductions of up to 33 per cent.
The study, based on detailed techno-economic modelling, found that range-extender electric vehicle (REEV) architectures can outperform conventional diesel trucks across a range of operating conditions, while also delivering significant emissions reductions. Even in longhaul applications, where electrification has traditionally been challenging, FEV reports cost savings of around 14 per cent.
At the core of the engineering advantage is battery optimisation. Unlike fully battery-electric trucks, which can require packs of around 560kWh, REEV systems can operate effectively with approximately half that capacity. This reduction lowers vehicle weight, improves
payload capability and significantly cuts upfront costs.
The architecture combines a smaller battery with a range extender, allowing trucks to operate predominantly in electric mode while maintaining flexibility for longer journeys. Crucially, the system is designed to integrate with existing depot charging infrastructure, avoiding the need for high-cost megawatt charging networks.
FEV’s analysis shows that overnight AC charging at around 22kW can deliver sufficient energy for most daily operations, particularly in regional and short-haul scenarios. This enables fleet operators to electrify without major infrastructure upgrades, reducing both capital expenditure and operational risk.
From an engineering perspective, the REEV concept addresses one of the key barriers to heavy vehicle electrification: balancing
help address driver shortages and support the future of urban transportation. Our goal is to give riders more ways to move with seamless access through the Uber app.”
As part of the announcement, the companies are providing a first look at the Robotaxi prototype based on the Nissan LEAF.
“Nissan is proud to collaborate in this next chapter of mobility innovation. Our work with Wayve to integrate advanced AI technology across our consumer vehicle portfolio has laid strong foundations, and we are excited to take this partnership further with a pilot deployment of Robotaxi in Tokyo, bringing together Wayve’s AI technology, Uber’s network, and Nissan vehicles. Nissan’s vision is to bring mobility intelligence to everyday life, and we believe this initiative reflects how we translate that ambition into real world applications,” president and CEO, Nissan Motor Co, Ivan Espinosa, said. The announcement reinforces a shared ambition to scale safe, intelligent autonomous mobility globally, by combining Wayve’s AI technology, Nissan’s cutting-edge vehicles and Uber’s network, the partners aim to bring autonomous mobility to more cities.
range, payload and cost. By reducing battery size while maintaining operational flexibility, the system provides a practical pathway for decarbonising freight transport.
FEV Chief Operating Officer Dr Norbert W. Alt said the findings demonstrate that rangeextender systems offer an immediately viable solution for long-distance transport, particularly where charging infrastructure remains limited. In addition to cost benefits, the study indicates that greenhouse gas emissions could be reduced by up to 82 per cent, depending on energy sources and operating conditions.
FEV is now developing demonstrator vehicles to validate the results in real-world conditions.
Electric Supervan tackles interstate road test
There are road trips… and then there are experiments. This one sat somewhere in between.
The challenge was simple on paper: take a fully loaded van from Melbourne to Adelaide and back again. No shortcuts, no ideal conditions – just a real-world job, real payload, and real deadlines. The twist? It would all be done in a fully electric commercial vehicle: the Farizon Supervan.
For context, this wasn’t a controlled media drive with pre-planned stops and curated talking points. This was a working trip, hauling stock and equipment to the Adelaide Motorsport Festival. If it failed, it wasn’t just an inconvenience – it would derail a proper business commitment.
And to make things even more interesting, the driver – myself – was hardly an EV veteran.
In fact, my prior experience with electric vehicles consisted of a handful of laps in a Tesla Model S at Sydney Motorsport Park. I had never plugged a car into a charger. Never used a charging app. Never even stood next to a public charging station.
So, in many ways, this wasn’t just a test of the Farizon Supervan – it was a test of the entire EV ecosystem.
A van that nearly didn’t make it
The trip almost didn’t happen.
The original vehicle allocated for the journey had been involved in an accident with another journalist. For a moment, the whole idea looked like it might collapse before it even began.
But this is where Farizon deserves genuine credit. Stephen and the team at Farizon Australia (Jameel Motors) went out of their way to source another Supervan at short notice. It meant tighter timelines and added pressure – particularly on the return leg – but it also set the tone. They backed the challenge.
That matters.
First impressions: different, but impressive
Rolling out of Melbourne on a Thursday morning, the Supervan wasn’t quite fully charged, but it promised around 300 kilometres of range. The first few hours were about acclimatisation.
For anyone coming from a traditional internal combustion vehicle – especially someone who enjoys driving – the experience is undeniably different. The steering feel was lighter, less communicative. If anything, it felt more like guiding than driving, almost like piloting a tram.
But what stood out quickly was the level of refinement.
This is where preconceived ideas about Chinese-built vehicles fall away. The Supervan is well-equipped, thoughtfully designed, and packed with features. Heated steering wheel, a comprehensive infotainment system, and a surprisingly intuitive interface all contribute to a cabin that feels modern rather than utilitarian. Yes, it still feels like a commercial vehicle –because it is one – but it’s far from basic. The cabin is spacious, visibility is good, and everything is within easy reach. For longdistance work, that matters.
Learning curve: charging 101
Then came the real education: charging. The plan had been to reach at least Ararat if not Horsham for the first stop. But somewhere around Beaufort, the battery warning light had other ideas.
A quick search revealed Evie charging stations in Beaufort, and suddenly the theoretical became practical.
Plugging in for the first time was surprisingly straightforward. CCS2 connector in, app downloaded, account set up, and charging underway. Within minutes, we were sitting in
the local bakery with a coffee and a vanilla slice, watching the charge percentage climb.
Or rather… slowly climb.
This was a 50kW charger. After 45 minutes, the battery had only reached around 40 per cent.
Lesson one: not all chargers are created equal.
The rhythm of an EV journey
From that point on, the trip took on a different rhythm.
In an ICE vehicle, stops are brief and functional. Fuel, food, and back on the road.
In an EV, stops become part of the journey. At Horsham, another learning moment: choosing the wrong charger. With multiple units available, we unknowingly plugged into another 50kW charger instead of the ultrarapid options. After an hour and 20 minutes – and a leisurely lunch – the battery had only reached about 60 per cent.
Lesson two: charger selection matters as much as charger location.
By the time we reached Bordertown, things were getting tighter. With just 10 per cent battery remaining, it was a reminder that planning – and a bit of luck – are still part of the equation.
But here, the Supervan showed its strength. Once connected to a faster charger, it responded quickly. Within 50 minutes, we were close to full charge and ready to continue. It’s clear that when paired with the right infrastructure, the vehicle is more than capable.
Unexpected benefits of slowing down
One of the surprises of the trip was how the enforced stops changed the experience.
At Bordertown, while waiting for the charge, we wandered over to the nearby wildlife park and watched albino kangaroos through the fence.
At Tailem Bend, a dinner stop turned into an opportunity to explore The Bend Motorsport Park – something we would never have done otherwise.
In Ballarat, a charging stop led us to a local spud bar we’d never noticed before.
These aren’t inconveniences – they’re moments. And while they extend the journey, they also add to it.
The
Adelaide arrival: later, but wiser
We eventually rolled into Adelaide around 11pm – well after the usual arrival time for a Melbourne-to-Adelaide run.
Yes, it was slower. Significantly so.
But by that point, the learning curve had flattened.
Charging apps were second nature. Charger types were understood. Time management had improved. Emails were answered during charging stops. The downtime became productive time.
This is where mindset shifts.
An EV journey isn’t about replicating an ICE experience – it’s about adapting to a different one.
Costs: not always what you expect
There’s a common assumption that electric equals cheaper.
The reality, at least for this trip, was more nuanced.
A typical ICE journey would have cost around $130 to $160 in fuel (pre recent fuel price increases driven by Middle East tensions).
By the time we reached Adelaide, charging costs had already hit $124.31.
By the end of the return journey? $297.26.
That’s not insignificant.
However, context matters. Charging costs vary widely depending on location, time of day, and charger type. Non-peak charging can be considerably cheaper, and as infrastructure evolves, pricing models are likely to become more competitive.
Living with the Supervan in Adelaide
Once in Adelaide, the Supervan really came into its own.
Urban driving suits EVs perfectly. Quiet, smooth, and responsive, it felt at home navigating city streets.
The parking sensors and reverse camera were excellent, making tight manoeuvres easy. The cargo area proved practical and accessible, with both side and rear entry points simplifying loading and unloading.
For last-mile delivery or metro operations, the Supervan is genuinely impressive.
Though another lesson learned was not to try to charge in the CBD, where chargers are already loaded with Teslas and BYDs. It’s much better to head to the outer suburbs near major shopping centres. Also bear in mind that in many cases the more cars connected to a charging station the less power each individual car is afforded.
The return journey: confidence meets reality
With a full charge and a dashboard indicating over 350 kilometres of range, the return trip began with optimism, and a desire to make Bordertown for the first charge.
The plan was simple: fewer stops, quicker run. But reality intervened.
Range estimates don’t account for payload weight or terrain – particularly the climb through the Adelaide Hills. The battery drained faster than expected, and plans had to be adjusted on the fly.
Keith became the new target. Then Coonalpyn. Then, ultimately, Tintinara.
This is where infrastructure unpredictability comes into play.
Chargers at Coonalpyn were occupied. Waiting wasn’t an option. So we pushed on, arriving at Tintinara – home to ultra-rapid chargers that proved to be a lifeline.
Thirty minutes later, we were back on track.
The long road home
The return journey followed a similar pattern: Bordertown for lunch and charging, Horsham for afternoon tea, Ballarat for dinner.
Each stop added time, but also structure. By the time we reached Melbourne, the numbers told the story.
What is typically a seven to eight-hour trip had stretched to 12 or 13 hours.
That’s the reality – for now.
So, can it be done?
Yes.
The Farizon Supervan proved that a fully loaded electric van can complete a Melbourne–Adelaide–Melbourne journey. It handled the payload, delivered solid performance, and offered a level of comfort and technology that exceeded expectations.
It didn’t miss a beat mechanically. It never left us stranded. It did exactly what it was designed to do.
But it also highlighted where the ecosystem still needs to evolve.
Charging infrastructure consistency. Charger availability. Real-world range predictability under load. These are the areas that will define the next phase of EV adoption.
The bigger picture
It’s easy to focus on what didn’t work perfectly. But that misses the point.
What this trip demonstrated is how far electric commercial vehicles have already come.
The Supervan is not a concept. It’s not a future promise. It’s a working vehicle, capable of realworld tasks today.
And importantly, it changes the conversation. This isn’t about whether EV vans can replace ICE vehicles entirely – yet. It’s about where they already make sense, and where they’re heading.
Urban logistics? Absolutely.
Regional work? Increasingly viable.
Long-haul interstate runs? Not quite seamless –but no longer impossible.
Final thoughts
The Farizon Supervan deserves praise. Not because it’s perfect – but because it’s capable.
It handled a demanding, fully loaded interstate journey without complaint. It offered a high level of comfort and technology. It proved that electric commercial transport is no longer theoretical. Yes, the trip required planning. Yes, it took longer. Yes, there were lessons along the way.
But that’s what progress looks like.
And if this journey is any indication, the gap between possibility and practicality is closing faster than many might expect.
Re-engineering Range: Oz Electric Vehicles’ Approach to Battery Upgrades
Electric vehicle adoption has accelerated globally, yet one persistent constraint remains: battery performance in legacy platforms.
Early-generation EVs were built around limited energy density, conservative battery management systems and cost-driven design decisions that no longer reflect current capabilities. Oz Electric Vehicles has focused on addressing this gap through a structured battery upgrade program that extends vehicle life, improves performance and reduces waste.
Oz Electric Vehicles’ work is grounded in a long history of electric vehicle engineering and retrofit development in Australia. Over decades, the team has worked across conversions, diagnostics and system integration, building a practical understanding of both the limitations and potential of EV platforms.
The battery upgrade program emerged from a clear observation: many EVs are retired or
underperforming not because of drivetrain failure, but because of out-dated battery systems.
The upgrade process begins with a detailed assessment of the host vehicle. This includes electrical architecture mapping, thermal considerations, weight distribution and compatibility with existing control systems. Rather than treating the battery as a standalone component, Oz Electric Vehicles approaches it as part of an integrated system that must communicate effectively with the vehicle’s electronics.
At the core of the program is the replacement of original battery modules with higher energy density lithium-ion systems. These are carefully selected and configured to match or exceed the vehicle’s voltage and current requirements.
Mechanical integration is equally critical. Custom enclosures, mounting systems and structural reinforcements are designed to ensure safety and durability under real-world conditions.
Graeme Manietta is the Founder of Oz Electric Vehicles and a long-standing electric vehicle engineer with extensive experience in conversions, battery systems and electronic integration. He explains to VTE Magazine that his work focuses on re-engineering legacy EV platforms through advanced battery upgrades that deliver significant gains in range, performance and reliability.
Battery management is a key differentiator
Oz Electric Vehicles operates across Australia and exports its technology to markets including the UK, EU, USA, South America and New Zealand
Oz Electric Vehicles develops and integrates advanced battery management systems that provide accurate cell balancing, temperature monitoring and fault detection. This ensures that the upgraded battery operates within optimal parameters, extending lifespan and maintaining performance consistency. Integration with the vehicle’s existing control units is handled through bespoke electronic interfaces, allowing seamless communication between the upgraded battery and the original vehicle systems.
Thermal management is another area of focus. Increased energy density brings higher thermal loads, which must be managed to prevent degradation and ensure safety. Oz Electric Vehicles incorporates passive and active cooling strategies depending on the application, taking into account climate conditions and usage patterns typical of both Australian and international environments. The program is currently applied across a growing range of platforms, including the
Mitsubishi i-MiEV and Minicab, Mitsubishi Outlander PHEV, Nissan Leaf and BMW i3. These vehicles represent a significant portion of early EV adoption and provide strong candidates for performance and range enhancement through battery system upgrades.
The results are measurable. Vehicles that originally delivered limited range and modest performance are transformed into practical, high-performing assets. Range increases are substantial, consistently exceeding original specifications by 100 to 300 per cent. Acceleration and drivability improve due to more stable voltage delivery and reduced internal resistance. Importantly, these upgrades extend the usable life of the vehicle, reducing the need for premature replacement.
From a sustainability perspective, the program aligns with a circular approach to technology. By repurposing and upgrading existing vehicles, Oz Electric Vehicles reduces the environmental impact associated with manufacturing new EVs while making better use of available battery technologies.
Oz Electric Vehicles’ battery upgrade program demonstrates that the evolution of electric mobility does not rely solely on new vehicle production. With the right engineering approach, existing platforms can be reengineered to meet modern expectations, delivering performance, reliability and longevity in a rapidly advancing sector.
