Technology

Toyota is one the biggest advocates for hydrogen as a fuel source for vehicles, but it’s now focusing its efforts as the mass-market take-up, especially in the passenger car space, still lags.As reported by Nikkei Asia, the Japanese carmaker is doubling down on implementing its hydrogen fuel cell (FCEV) technology in commercial vehicles, like trucks.The reason for this is that demand for hydrogen-fuelled passenger cars is dwindling.Toyota is working with many partners in order to implement and scale its hydrogen fuel cell commercial vehicles.One example is the Japanese carmaker is working closely with the Japanese Government to use hydrogen fuel cell trucks and develop a refuelling station network.“I truly believe now is the time to accelerate our hydrogen initiatives together with partners. Let's change the future with hydrogen,” said Toyota Hydrogen Factory President Mitsumasa Yamagata to Nikkei Asia.Many carmakers have shunned hydrogen as a viable fuel source. Examples include Volkswagen, Stellantis and General Motors.Reasons for this vary but include the high costs associated with developing FCEV technology and producing hydrogen, as well lacklustre refuelling infrastructure, among others.Toyota, along with other brands like BMW and Hyundai are some of the few that have continued development in this space.The Japanese carmaker has been preaching its multi-pathway strategy for decarbonisation for years now and includes continued development in internal-combustion, hybrid, battery electric and hydrogen powertrain technologies.Toyota currently has one FCEV truck in the form of the Hino Profiz Z FCV as Hino is part of the Toyota Group.It uses two fuel cell stacks from the Toyota Mirai FCEV liftback that have been customised for heavy-duty commercial use.Hino claims this FCEV truck has a driving range of around 650km when fully loaded and refuelling takes between 15 and 30 minutes.As it currently stands Toyota doesn’t offer any FCEV vehicle to the public in Australia. The Mirai is only offered to select fleets through lease agreements.However, the Japanese carmaker has previously confirmed it plans to introduce a FCEV version of the HiLux in Australia in 2027. This will be available to the public but will be aimed at commercial fleets, much like the recently priced HiLux BEV.In Australia there are very few hydrogen refuelling stations currently. There are several initiatives and funding from state governments being put forward to scale this.One includes the $20 million Hume Hydrogen Highway initiative from the Victorian and New South Wales Governments to connect Melbourne and Sydney with around four refuelling stations along the Hume Highway.

A new type of battery technology could be about to take over the budget electric car industry. The sodium-ion make-up solves the problem of sourcing expensive and rare materials needed for lithium-iron batteries, while maintaining adequate driving range for smaller EVs.Sodium-ion batteries are further along the full scale commercialisation than solid-state batteries, which have been touted as the holy grail of electric cars, for example. Sodium-ion batteries have less energy density than conventional lithium-ion batteries such as Lithium-Ferro-Phosphate (LFP) and more advanced Nickel-Manganese-Cobalt (NMC) units, and much less than what is promised from futuristic solid-state cells.The big advantage is the ease of access and relative cheapness of obtaining sodium compared to lithium, which makes them an attractive choice. The difference in energy density means on a large scale, particularly for car batteries, LFP is often a cheaper choice. This is because substantially more sodium-ion battery cells are needed to make up the equivalent in LFP units.  The power advantage is diminishing, with energy density on sodium batteries expected to exceed 180Wh/kg in the near future.This means sodium batteries could be a significantly cheaper, and much more viable choice for car batteries, especially in smaller EVs, which do not require a substantial driving range.One of the other benefits of sodium-ion batteries is they are more resistant to extreme temperatures. This has been an issue in particular for NMC batteries, with multiple instances of these batteries not performing to expectations in unusually hot or cold environments. Mainstream Chinese battery manufacturer CATL recently introduced a sodium battery with an energy density of around 175Wh/kg, which is closer to energy density in lithium alternatives. Bridging the energy density gap between sodium and lithium batteries opens up the potential for sodium chemistry to be the go-to for budget EV carmakers.Sodium-ion batteries are also becoming cheaper to manufacture and could reach cost parity within LFP batteries within the next two years, according to reports out of China.This could be seen as the perfect battery make-up for smaller EVs, which are often already budget oriented, meaning the price of these cars could be brought down further. CATL began commercial production of its sodium batteries last year, and manufacturers are already jumping on board. CATL’s Naxtra sodium-ion battery offers a driving range of around 500km, while keeping the extreme temperature benefits of the technology. GAC is expected to utilise a unit from CATL in one of its upcoming EVs, according to a report in Auto News. GAC is one of many brands investing in sodium-ion, with other Chinese rivals such as BYD also developing the technology. BAIC has also been making moves with its battery, which can be fully charged in only 11 minutes. The German government has also put aside 20 million euros for a gigawatt-hour sodium-ion plant, with Mercedes-Benz one of the brands potentially benefiting. 

BYD is facing backlash in its home market of China over its semi-autonomous driver-assistance system.The system, called God’s Eye by BYD, is touted as self-driving in the same way Tesla advertises Full Self Driving (FSD), but anecdotal evidence suggests the system is similarly not yet up to scratch for widespread use on public roads.A report by Bloomberg has outlined complaints from both high-profile and a slew of other customers of BYD who have experienced recurring malfunctions in their cars.There are three variants of God’s Eye, one using cameras and radars, one adding LiDAR to the equation, and another with a full array of sensors.In one of BYD’s luxury brand’s flagships, the Yangwang U8 SUV, a Chinese “entrepreneur” reported “the vehicle suddenly accelerating to 93 kilometers per hour” in a 60 zone, or “abruptly jerking into an adjacent lane”.The Yangwang U8 costs the equivalent of A$230,000 in China, though buyers of many BYD models are reporting similar issues on Chinese social media site Xiaohongshu.The Bloomberg report lists “steering flaws, navigational screen malfunctions and delays in features such as memory navigation in urban roads” as complaints made by buyers of BYD’s mass-market models.It’s not the only assisted-driving or semi-autonomous driving technology under scrutiny, given Tesla’s FSD is involved in numerous crash investigations, and there have even been incidents involving Ford’s similar BlueCruise system.It’s not yet clear if BYD plans to implement God’s Eye tech in Australia, but CarsGuide has contacted the brand’s local arm for comment.

Polestar has announced a huge battery recycling initiative on some of its key models. Some Polestar 2 and Polestar 3 models will be fitted with batteries that include at least 50 per cent recycled cobalt. As part of its partnership with Volvo battery centres, Polestar 2 and 3 models requiring a battery replacement will be installed with a refurbished unit as opposed to a new one. Cobalt is a key material in many types of car batteries, such as lithium-iron and Nickel-Managenese-Cobalt (NMC). Polestar uses NMC batteries across its range, meaning mined cobalt is integral to the brand, but this latest initiative demonstrates it is trying moving away from that reliance.The majority of all mined cobalt comes from the Democratic Republic of Congo (DRC), which is said to have half the world’s reserves.The extraction of cobalt in the DRC has given rise to concerns over the health and safety of people involved as well as the legality of the process itself. Extracting cobalt releases fine dust particles and dangerous chemical byproducts leading to contamination.There have also been substantiated reports of illegal working conditions, including broader African mining practices. Cobalt carries with it a heavy price tag as well.These issues have seen some car manufacturers move away from cobalt-dependent batteries, opting for different make-ups such as lithium-iron-phosphate, which are cheaper, but not as efficient. Polestar said it aims to reduce reliance on virgin materials, such as cobalt, and keep resources in use for longer. “... a key focus is to extend battery life and retain the battery’s value for as long as possible, which benefits both the environment and the customer experience,” the brand said.Polestar is also looking into developing recycling initiatives in other global markets, which is in line with many other manufacturers. The European Union has already introduced increasingly tough battery recycling mandates for car makers. This includes a 90 per cent cobalt reduction mandate by 2027, shifting to 95 per cent by the end of the decade. In Australia, Nissan is re-using a few of its first generation Leaf NMC batteries to power part of the company’s part manufacturing plant.BMW has a similar recycling initiative for its i3 batteries in Australia.

Chery’s groundbreaking solid-state battery with 1500km of driving range is edging closer to production, according to reports out of China.Solid-state is seen as a game-changing upgrade for electric vehicles, making range anxiety a relic of history. By using a solid material to transfer power, it can store substantially more energy than conventional batteries. The brand recently confirmed its solid-state plans, aiming to deploy the technology this year in limited operational scenarios before broader commercialisation. It is targeting mass-market availability of the battery next year. More details are likely to be revealed about the battery at Chery’s upcoming ‘Battery Night’ in China. This could include confirmation of important information such as battery capacity and charging architecture.It has previously been reported Chery’s solid-state battery has an energy density of 600Wh/kg, which is far greater than conventional batteries. This enables superior driving range, with the battery offering 1500km. It can perform reliably in temperatures as low as minus-30 degrees. This battery will feature on Chery’s high-end sub-brand Exeed with its Liefeng shooting brake model. We also know the car will have super fast charging through its 800-volt platform and can shift from 0-100km/h in less than three seconds, maxing out at 260km/h.Chery has been boasting of its solid-state battery developments for some time now.Exeed was thought to be launching its ES8 with a solid-state battery for the first time later this year, expected to have a driving range of 1000km. The Exeed brand is something that could be on the cards for Australia, with local Chief Operating Officer Lucas Harris eager to see it Down Under.“I really like the Exeed product, and I think they make some, you know, really cool, really high end, actual luxury specification vehicles. If I could make a wish tomorrow and it would come true, that would probably be what I would ask for," Harris told CarsGuide this year.Chery’s announcement comes after rival Chinese brand BYD said it would have small-batch production for its solid-state battery ready some time next year, but there are no specification details available yet. Many other brands are also investing into solid-state, with 2027 looking like a breakthrough year for the technology, as CATL, SAIC and Toyota all prepare for production. It is unclear at this stage whether solid-state batteries will be the future of electric vehicles, but this upcoming announcement could provide an insight into its potential.

BYD's next-gen charging system has been spotted rolling out in China.

Tesla has announced its Full Self-Driving (Supervised) technology in Australia will move to a subscription-only service from April 2026. Buyers were previously able to purchase the technology for a one-off price of $10,100 or pay $149 per month. It is a Level 2 advanced driver assist system, which can navigate its way to the chosen destination. It is available on Tesla Model 3 or Model Y examples equipped with a Hardware 3 or 4 camera.The brand has confirmed the monthly subscription cost will remain the same for the time being. As with most subscriptions services, such as Netflix, there is a strong possibility for incremental increases on a regular basis.The initial pricing of the Model 3 and the Model Y has not changed despite the shift to a subscription model. The Model 3 starts in Australia from $54,900, before on-road costs, while the Model Y has a starting price of $58,900. Both cars were among Australia’s best-selling electric cars, with the Model Y topping the charts at more than 22,000 sales. Buyers will not be able to outright purchase the technology from the 31st of March 2026, so vehicles will have to be ordered by that date to be eligible for it. Existing owners of eligible vehicles will be able to outright purchase the technology via the Tesla app until the 31st of March as an upgrade post purchase. Tesla’s transfer promotions on the system will also no longer be offered from April of this year. This promotion allowed for owners of existing Tesla's with the FSD or Enhanced Auto Pilot to transfer it onto a new model without additional cost. The announcement confirms Australia will follow Tesla in the US, which ceased the outright purchase of the technology in mid-February of this year. The technology made headlines when it was released in Australia towards the end of last year as the first right-hand drive market to receive it.The move to a subscription-only service for FSD (supervised) is one of several big moves the car maker has made in recent times. Tesla announced in late January that it was cutting production of the Model S sedan and Model X SUV in the middle of this year. This is to make way for production of Optimus robots in the same factory. 

BYD is the latest brand to get in on the solid-state battery scene, with small-batch production to get underway in 2027, according to reports.This latest development puts BYD back in the race against Chinese rival Chery that has also recently announced solid-state technology. The Chery Exeed Liefeng shooting brake will feature a battery offering a potential driving range of 1500km, with an energy density of 600Wh per kilogram.This will launch after the Exeed ES8 shooting brake, which will be Chery’s first solid-state model, with a driving range of 1000km. We do not know which BYD vehicles will be fitted with this solid-state technology or its real-world potential yet.It is expected BYD’s technology will differ from Chery’s as it will use sulfide electrolytes as opposed to oxide-based chemistry. This different set-up could be a more practical route to commercial viability for solid-state technology as it is claimed to be easier to manufacture and provides benefits such as faster and safer energy transfer that could result in faster charging and lower fire risk. BYD’s solid-state powered vehicles will only be available in a small batch next year, which suggests there are no plans yet for the technology to enter full-scale production at this stage.Solid-state batteries have been gaining traction with car makers in China, but other big-name manufacturers in Europe and North America have been slower to get behind them. General Motors has highlighted its scepticism for solid-state, preferring investment in silicon graphite batteries, while Ford views it as a ‘possible future technology’.Mercedes-Benz unveiled a prototype solid-state powered version of its EQS sedan in September 2025, which travelled 1205km on a single charge. Full integration of this technology remains several years away, with full market integration unlikely to occur until the 2030s if it continues to gather steam in the EV space. 

Have you ever felt like things are spiralling out of control lately? That horrible feeling that you know something is wrong and people are standing idly by and allowing it to happen regardless?I have increasingly felt that way about new car safety, so much so I feel the time has come to draw a line in the sand.Let me be clear from the beginning — safety should be everyone’s top priority in the car industry. Whether it’s engineers, designers, salespeople and even us motoring writers - we should all be doing our best to ensure that you (the new car buyer) get the safest car possible.However, in recent years I have started to feel that new car safety has not only stopped improving consistently, but has actually begun to regress. Why? The over-reliance on advanced driver assistance systems (ADAS) and the seemingly inconsistent way it is applied to new vehicles and equally inconsistent ways cars with poor technology are applauded by third parties and hailed as superior.I am fortunate enough to drive dozens of new cars every year and increasingly the difference between good active safety systems and bad ones are becoming more and more apparent, frankly annoying and distracting.The systems I’m talking about are ones like ‘driver attention monitoring’, ‘speed limit recognition’, ‘active lane keeping assistance’ and similar. Good versions of these systems keep you alert, informed and safe. Bad versions of these systems are distracting to the point of dangerous.That’s because, unfortunately, for many brands adding these active safety systems became a box ticking exercise, simply having them was enough as they weren’t tested in the real world by safety authorities, even though brands were punished for not having them.As Peter Matkin, Chery’s Director of International Engineering for International Programs, told me last year, many of these systems are developed by third-party suppliers who are simply working to a theoretical range and aren’t practically applying it to real-world situations.“When we started with all of the ADAS work, we were effectively just meeting legislation,” Matkins conceded. “We told the suppliers, this is the legal requirement, we need to meet this. So from a supplier perspective, he doesn't care whether the car bounces between the lanes. He doesn't care. When I drive the car, I say, ‘this is shit, we're not selling this.’ So, you know, we now give a lot more targets now, to the supplier.”That’s a refreshingly honest answer from a car company engineer and it’s good to know that people like Matkin are working to ensure that systems actually work for customers on the road and not just on a piece of paper.Recently I drove a new vehicle that beeped incessantly, any time the speed limit changed or if I didn’t slow down fast enough, or even if I just looked away. Literally, on several occasions it beeped to warn me that I was ‘mildly distracted’ at which point I looked down to see what the beeping was about (in case it was something dangerous) only for the system to then beep again and tell me I was ‘moderately distracted’ — by the car’s own beeps! The end result of poorly calibrated ADAS is drivers will find a way to turn it off, which unfortunately tends to be required every time you start the car - which is a deliberate requirement from legislators that typically travel in the back seats, rather than the driver’s seat…What’s the difference between a car that doesn’t have active lane keeping and one that does, but has such a bad system the driver turns it off every time they start the car? Both cars operate the majority of the time without the system, so a sub-standard system is effectively useless. ANCAP, to its credit, has updated its testing protocols for 2026 to try and address some of these issues. Its testing will now try and provide a more detailed analysis of how the various active safety systems work and encourage more seamless operation.Because, make no mistake, properly calibrated ADAS can work and when it does it’s brilliant. Some brands are clearly spending more time on these systems than others, and the net result is a safer experience for the driver without any of the irritating distraction of endless beeps and warnings.Unfortunately, the recent rush to ensure all these systems were installed regardless of functionality means there will be a generation of dangerous distracting cars on our roads for the foreseeable future.

Carmakers could soon be handing interiors back to the driver in a win for the good guys.A recent interview with Audi's new creative boss Massimo Frascella by Top Gear magazine gave a hint of the future of car interiors."Tactility is very important. Big screens are not the best experience. It's technology for the sake of technology. For us, technology is there when you need it, not there when not needed,” he said“It's not about taking things out, it's just offering the technology and the functionality in a way that's beneficial for the customer. And is premium.”Modern cars - including some Audis — are a mass of screens that run the length of the dashboard or are stacked in the centre dash. Front and rear passenger screens have also risen to prominence.Audi’s recent Concept C show car previews a cabin where the screen is no longer a dominant feature, with only a small one in front of the driver to show the car’s vitals.The concept also prioritised high-end materials and expert precision in the fit and finish.Audi might not be doing this out of the goodness of its own heart, but has read the tea leaves with regulators planning a crackdown on distracting items in cars.Euro NCAP, which is the continent’s crash test and safety authority, is going to push for car brands to keep physical controls for basic functions.According to a report from The Times, NCAP plans to implement test requirements that would encourage cars to have five key functions accessible as easy physical buttons or controls: the horn, indicators, windscreen wipers, hazard lights and a call for SOS.ANCAP — the Australian version of Euro NCAP — will enforce these measures in Australia."In line with our next planned step-change in protocols being introduced from 2026, ANCAP will discourage manufacturers from locating key vehicle controls such as indicators, hazard lights, horn and windscreen wipers within touchscreens,” said ANCAP boss Carla Hoorweg."Physical buttons or stalks to operate these key vehicle controls will be encouraged through scoring, with manufacturers awarded points for the prioritisation of physical controls."Tesla led the charge by moving nearly all functions within the central screen, such as gear selection, mirror and seat adjustment and to turn on the wipers or open the glove box.Tesla isn’t alone, with many Chinese brands that are software-focused following a similar route.It’s not just the removal of screens either, now carmakers are planning on returning physical buttons and dials to dashboards.Volkswagen — which is the parent company of Audi — has been panned for the removal of most physical buttons in cars but it is bringing them back.It showed of its new ID.Polo electric hatchback with a wide array of physical controls.The automotive world is pushing back on going fully digital and will blend the best of both worlds.