Martha Oplopiadis is the recently elected President of the SAE-A, and together with the executive team she is planning a new and exciting future for the SAE-A.
It’s been one month since I stated as President of the SAE-A and with the wonderful support of the SAE-A office we have started the much-needed transition to expand our services to members embracing the mobility engineering sector.
I’m pleased to announce that we have a new Board comprising 10 members with representation from rail, defence, automotive, government and vehicle safety disciplines. Congratulations to our Board and welcome!
We recently had our strategic planning session and our Annual General Meeting, where guest speaker, CSIRO scientist Dr Adam Best, presented an extremely informative and entertaining keynote address. I would like to thank Adam for his insight into his position with the CSIRO, and I would encourage all members to attend future SAE-A events like these!
Our newly created vision is built with a 10-year strategy for SAEA that will drive long term success.
The Board has summarised 5 key priority areas to deliver on our strategy. It’s very early days, but I am very eager to share this journey with you at a high level.
Here are the priority areas:
• Impactful membership;
• Stakeholder communications;
• Vision 10;
• Sustainable Formula SAE-A; and
• The low altitude economy.
It is you, the members, who will make this organisation as strong as it can be to ensure its relevance continues today and is sustainable for future.
I’m so grateful for everyone’s support and am really looking forward to seeing these priorities develop into plans that deliver real outcomes for our members.
We are also keen for the SAE-A to be involved in industry with improved stakeholder engagement. We exist to help grow engineering disciplines through nurturing new talent and working with government on all levels to achieve better outcomes.
The SAE-A is currently engaging with the state government on the Professional Engineers Registration Scheme (PERS) review and will discuss the current status and offer ideas and suggestions to optimise new opportunities.
I also want to thank outgoing CEO Adrian Feeney for his tireless work in growing the SAE-A to the strong position it is in today. While, we hope he enjoys his retirement, he still continues as the Chair of the Formula SAE-A Organising Committee. I am sure he will continue to help us out in a number of areas and with many of our projects.
Adrian has spent decades developing the Formula SAE-A program into what it is today, and this year’s event is shaping as one of the best yet with immense interest shown by both engineering students, industry and government, and the wider community.
Formula SAE-A is our flagship event developing engineering talent in this country and getting them job ready.
Unlike the past, electric vehicle design, engineering and production dominate the event. Our students are conscious that when they design vehicles, they are supporting clean energy, light weighting and sustainability, responding to policies of today that support Australia’s net zero targets, which is impressive.
We are extremely grateful for the corporate support we receive from various industry sectors. However, we won’t be complacent, there is always room for new sponsors so if your company is interested in our finest engineers, please do not hesitate to contact us to find out how you can help. You may be surprised how much value a relatively small investment can mean for the future of the industry.
Finally, the team at head office have been feverishly working on promoting the Mobility Technology Excellence Awards. These awards highlight the outstanding work happening across our industry, from pioneering projects to mentorship and futurefocused thinking. It’s a chance to have meaningful contributions recognised on a national stage. While nominations have closed, the awards will be presented at a gala Industry Dinner – to be held in Melbourne on September 18 – to those who have demonstrated leadership in their field, excellence in the mobility engineering sector and/or those that have made an outstanding contribution to the industry. Information on tickets for the dinner will be available soon so please keep an eye on the SAE-A website, VTE Magazine and eNews for further information.
Once again, thank you to all members for their continued support and I am looking forward to catching up with you all personally at a future SAE-A function.
Vale – Hugh Videion
The Society of Automotive Engineers – Australasia (SAE-A) was saddened to hear of the recent passing of respected life member Hugh Videion.
Hugh migrated to Australia from British India in August 1950 at 17 years of age with his father and his younger brother and sister. Hugh had completed his secondary school education in British India and had dreamed of being a fighter pilot ever since World War II ended.
Two weeks after settling in Melbourne with his family in Oakleigh, he applied to join the RAAF as an officer cadet but was rejected because of colour blindness. Instead, he joined Repco in November 1950 as a cadet engineer in the Experimental Engineering Laboratory of Paton’s Brake Replacements (PBR).
In 1951 he commenced a Diploma of Mechanical Engineering at the Royal Melbourne Technical College (now RMIT), studying part-time.
The Australian Army called up Hugh for National Service in 1953 while an employee of PBR. Following three months basic training in the 15th National Service Battalion at Puckapunyal he returned to full-time work at PBR, meanwhile serving for a further two years in the Citizen Military Forces (CMF) attached to the Royal Australian Electrical and Mechanical Engineers (RAEME) as a reservist. He was honourably discharged in 1955 upon completion of his National Service obligations.
Hugh resigned from PBR in September 1954 and a week later, joined General Motors Holden as a Technical Report Writer in the Experimental Engineering Department located at Fishermans Bend, Port Melbourne.
Hugh completed his part-time engineering studies, graduating with a Diploma in Mechanical engineering from RMIT in 1960 and completed an Advanced Management Program sponsored by GM-H at the University of NSW in 1976.
In 2001, he was awarded Life Membership of the Society of Automotive Engineers –Australasia (SAE-A), having been a Councillor and Vice-President of the Society from 1973 to 2003.
He was Chairman of the Qualifications and Grading Committee of the SAE-A for approximately five years from 1978 to 2003 and Chairman of the SAE-A Automotive Engineering Excellence Awards from 2003 to 2009.
Hugh was promoted to Project Engineer in Experimental Engineering in 1957, and in 1968, he was assigned to the Chassis Section of Product Engineering as Design and Development Engineer with responsibility for the ride and handling development of all Holden models from the 1969 HT, the 1970 HG, and the all-new 1971 HQ model. Additionally, he worked on Torana models from the 1969 LC, 1972 LJ through to the 1974 LH model.
In 1972, he was again promoted, returning to Experimental Engineering for two years as Assistant Experimental Engineer with responsibility for performance and durability testing of all Holden products.
He was appointed Chassis Section Engineer in Product Engineering in 1974.
Hugh was also the leader of a team of highly talented and dedicated engineers that in 1977-78 developed the famous Radial Tuned Suspension (RTS) on all Holden products including the new VB Commodore model in 1978. In 1978, he was appointed Manager of the Holden Proving Ground and Safety Test Laboratory at Lang Lang.
Then in 1980, Hugh was promoted to the position of Executive Engineer in Product Engineering and in 1988, following the formation in 1987 of the joint venture United Australian Automobile Industries (UAAI) between Holden in Australia and Toyota Australia.
With the winding-up of the Holden-Toyota joint venture and General Motors Overseas Corporation Australia in 1996, Hugh returned to Holden and was appointed to the position of Project Manager – Holden Forward Model Program Planning. As well, he continued as Secretary/Administrator of the General Motors Advisory Council and reported to Mr Bill Hamel, the then Chairman and Managing Director of GM-H.
Hugh retired from Holden’s and General Motors Corporation in March 1997, completing 43 years of service.
He married his first and only love Shirley in 1956 living in Hampton, Victoria. They have three daughters, three grandchildren and one great-grandson. They are all avid Holden devotees, spread around Australia from Cairns to Perth.
Throughout his life, Hugh made significant contributions to whatever organisations he was associated with, so much so that he was awarded Life Membership of: Beaumaris Motor Yacht Squadron; Society of Automotive Engineers – Australasia; and the Holden Retirees Club.
All at SAE-A send their condolences to Hugh’s family and friends.
FORMULA SAE-A 2025
Enhancing university education by bringing industry into the classroom
Each December, thousands of students, volunteers and spectators get to experience around 35 university teams pitting their machines head-to-head in this educational program. The event attracts teams from across the world including UK, Germany, India, Japan, New Zealand and the USA.
Self-driving cars are entering the market, bringing about a full-scale revolution in how we travel. As the technology evolves, we challenge students to design, build and race the next generation of autonomous formula student vehicles.
Through Formula SAE-A we are creating the next innovators, superstars and leaders of tomorrow’s mobility and transport technologies sector.
The competition provides an environment for students to develop problem-solving and outcome-focused management skills within a resource-limited organisation that the industry is seeking in the next-generation STEM workforce.
Students with Formula SAE-A experience are recognised as highly motivated and capable professionals and are in great demand.
You can be part of this event as a student or a volunteer.
For more information email events@sae-a.com.au or visit www.saea.com.au
Partnership opportunities are also available, contact Jill Johnson on 0409 217 624
11 - 14 December 2025
Calder Park Raceway
Bruce Rock Engineering sponsors SAE-A Australasia (SAE-A)
Western Australian heavy vehicle trailer manufacturer joins Formula SAE-A
Bruce Rock Engineering (BRE) has signed on to Formula SAE-A as a Silver sponsor and will have a presence at the 2025 event at Melbourne’s Calder Park Raceway in December.
Mike and Gay Verhoogt established BRE in 1980. From humble beginnings, operating from a 300m2 workshop with one employee, the company has grown to include six business divisions, close to 400 full time staff, four state-of-the-art engineering facilities in WA, and support offices and workshops nationwide.
Its service covers Western Australia, Queensland, New South Wales, Victoria, South Australia and the Northern Territory. With Damion, Brenton and Keenan Verhoogt now at the helm, BRE maintains its family values and commitment to quality, innovation and reliability.
BRE Head of Manufacturing, David Newcombe, told VTE (ital.) that all at the company are excited to be sponsoring Formula SAE-A.
“In order to succeed in Formula SAE-A, you need to work under pressure and as a team.
Our values are integrity, ownership, work and continuous improvement, which align very closely with what you need to succeed at Formula SAE-A,” David said.
The company is not new to sponsorship as it currently backs Supercars team Matt Stone Racing –a team that is known for supporting young engineers – and the squad recently launched its indigenous livery cars in the lead up to Perth’s Wanneroo Raceway event.
David said BRE also has a mantra to encourage and develop young talent.
“We’re looking to supporting the development of Australia’s next generation of transport engineers and play our part in advancing engineering innovation, which we value and live at BRE,” he explained.
“We’ve had great success hiring engineers that come from hands-on backgrounds and that’s the sort of skill and experience Formula SAE-A gives the students – the ability to apply their learnings and the theory.”
BRE is also keen to expose its innovation to a group of talented students and is keen to let
the wider engineering community know that its trailer manufacturing is at the forefront of manufacturing development in the world.
David said he is looking forward to the 2025 event and will play a bigger part than just as a sponsor.
“It’s really exciting. We’ll have a stand and I’ve nominated for judging and we’ll have other team members involved with judging and the other activities at the event,” he said.
“We are looking forward to showcasing who we are and what we do… we are one of the largest trailer manufacturers in Australia. If you see a road train, particularly in Western Australia, there’s a chance that it will be one of ours, especially up in the Pilbara.”
SAE Australasia General Manager, Angela Krepcik, welcomed BRE to the Formula SAE-A fold.
“We are excited to have BRE on board and we look forward to their presence at our flagship event Formula SAE-A in 2025. I hope they enjoy the many benefits of being a part of the SAE-A,” she said.
Historic product type approval framework will reduce costs, improve safety and foster innovation in rail
A landmark agreement signed by the states and Rail Infrastructure Managers (RIMS) to standardise product type approval processes in the rail industry marks a major step towards improving efficiency, driving innovation, and reducing costs, according to the Australian Railway Association.
The establishment of a Memorandum of Understanding (MoU) on a national Product Type Approval Framework (PTAF) follows extensive advocacy by the Australasian Railway Association (ARA) over several years.
The ARA’s CEO Caroline Wilkie said fragmented and inefficient processes in the rail industry have long been a challenge, driving up costs and slowing down supply chain effectiveness.
The national PTAF, which has already been signed by New South Wales, Victoria, Queensland, Western Australia and Australian Rail Track Corporation (ARTC), with remaining jurisdictions expected to follow, will drastically
reduce duplication, speed up approval timeframes and improve safety.
“This Memorandum of Understanding represents a monumental achievement for the rail industry and the broader transport sector,” said Ms Wilkie.
“By aligning product type approvals across jurisdictions, we are setting the stage for a more streamlined, cost-effective approach.
“By harmonising type approval processes, the PTAF ensures that products meet the necessary safety, operational, and interoperability standards to ensure seamless integration across Australia’s rail networks.”
Led by Transport for NSW (TfNSW), the PTAF
was developed by 49 members across various transport modes, including government agencies, industry bodies and technical experts, and followed pilot trials involving 17 road and rail products.
The PTAF is aligned with the National Rail Action Plan, which seeks to enhance safety and regulatory consistency across Australian transport networks.
The Steering Committee, with representatives from New South Wales, Victoria, Queensland, Western Australia, South Australia, and ARTC, has developed a comprehensive action plan for the framework’s national adoption, with implementation planned for 2026.
Australia and Singapore support research projects to reduce maritime emissions
Australia and Singapore have selected eight projects for funding as part of a $20 million initiative to help reduce emissions in the maritime sector.
The Australia-Singapore Initiative on Low Emissions Technologies (ASLET) is a bilateral program designed to accelerate Australia and Singapore’s maritime and port sectors move towards a low-carbon future. It supports the objectives of the Singapore and Australia Green and Digital Shipping Corridor (GDSC), which will help accelerate decarbonisation and digitisation of shipping routes between Singapore and Australia.
The Commonwealth Scientific and Industrial Research Organisation (CSIRO), Australia’s national science agency, and the Maritime and Port Authority of Singapore (MPA) jointly deliver it on behalf of the governments of Australia and Singapore.
The ASLET grant opportunity was launched in July 2024 to support projects that will help accelerate the deployment and uptake of zero or near-zero greenhouse gas (GHG) emission technologies for maritime and port operations.
A total of 32 applications were received from universities, research institutes and industry based in Australia and Singapore.
The eight projects selected for funding cover a range of activities, including innovations in the supply, transport, storage, dispensing and maritime utilisation of hydrogen, ammonia and methanol, as well as safety and environmental monitoring, and electrification.
The selected projects have also attracted co-contributions and will be completed within the next two years.
For more detail on these projects, see the CSIRO and MPA websites.
DHL Group establishes Electric Vehicle Centre of Excellence
DHL has expanded its Electric Vehicle (EV) Centre of Excellence (CoE) network to Australia, providing a comprehensive suite of logistics solutions for the automobility aftermarket and the broader electrification ecosystem.
Logistics company DHL has expanded its Electric Vehicle (EV) Centre of Excellence (CoE) network to Australia, providing a comprehensive suite of logistics solutions for the auto-mobility aftermarket and the broader electrification ecosystem.
The centres of excellence consolidate existing expertise and capabilities in EV logistics. These include a compliant international transport and warehousing service to provide a seamless solution that supports the growth of electric vehicles and adjacent industries, such as Battery Energy Storage Systems, in Australia.
DHL’s CE for EVs provide a certified transportation service to facilitate the import of replacement electric vehicle batteries and parts. Backed by the wider DHL Group, including DHL Global Forwarding and DHL Express, it provides multiple modes of transport to help customers with lead times and cost optimisation.
Three DHL supply chain multi-customer warehouses located in Sydney, Melbourne and Brisbane are battery-ready. Currently hosting lithium-ion batteries, these warehouses are compliant with local regulations and DHL guidelines for storing dangerous goods. In addition to storage, the sites are integrated into a nationwide transportation network, allowing for direct dispatch to dealers and service centres.
“We’re so pleased to expand our EV CoE network to Australia and to support the development of the electric vehicle ecosystem locally. We announced in November last year that upgraded warehouses in Sydney and Melbourne would house batteries, and now we welcome the addition of Brisbane.” DHL supply chain ANZ CEO, Steve Thompsett, said. In conjunction with the New Energy Growth Initiative announced in its Strategy 2030, DHL Group says it will continue to focus on the EV sub-sector. In response to the growing need for circularity in the auto-mobility industry, DHL Group claims it has the vision to develop battery end-of-life solutions in collaboration with specialised players in Australia.
“We aim to pioneer the development of the electric vehicle market in Australia. With the
support of our global network, we are enabling a one-stop shop for EV logistics, improving the efficiency of aftersales services for Electric Vehicle players and beyond in the country,” global auto-mobility sector president, DHL customer solutions and innovation, Fathi Tlatli, said.
The end-to-end solution for auto-mobility includes:
• Fully flexible and EV-compliant warehousing for aftermarket, from temporary storage solutions to longer term, and from variable to dedicated storage, enabling turnkey solutions based on customers’ needs.
• Warehouse Management System with fully capable Electronic Data Interchange (EDI) integration and an option for a cloud-based visibility portal for real-time updates and inventory control.
• Value-added services and sorting solutions, including inventory control, order fulfilment, non-hazardous repackaging, and more, with maximum flexibility to meet specific requirements.
• Delivery management, including shuttle services and specialised transport services using DHL’s transport network within Australia.
• End-to-end supply chain: Easy combination with compliant international transportation solutions in and out of Australia based on DHL’s global network, including temperature and humidity monitoring for EV batteries. The transportation network is capable of handling various products, such as battery materials, finished electric vehicles (completely built units), Battery Energy Storage Systems, and industrial equipment.
• Customs brokerage: Customers can leverage DHL’s global network for reliable and fast goods clearance, ensuring full compliance and a comprehensive understanding of the rules and regulations in all countries where it operates.
Time to align vehicle safety standards with Europe
The Australasian College of Road Safety (ACRS) urges the Australian Government to urgently strengthen vehicle safety regulations, warning that out-dated standards are putting lives at risk.
While Europe has embraced world-leading safety technologies, Australians are being left behind – driving cars that would not be allowed on European roads – the Australasian College of Road Safety (ACRS) says.
Despite evidence that advanced vehicle safety features save lives, Australia has yet to adopt the European General Safety Regulation (EU GSR II, Regulation (EU) 2019/2144), which mandates a comprehensive suite of life-saving technologies. These include intelligent speed assistance (ISA), event data recorders (EDRs), advanced driver distraction warning systems, enhanced pedestrian and cyclist detection, and drowsiness detection systems—none of which are currently required under Australian Design Rules (ADRs). This lack of alignment means many new vehicles sold in Australia are missing features that are already saving lives in Europe.
Even where Australia has introduced safety measures, they often lag significantly behind international standards. Automatic emergency braking (AEB) is one such example, still being introduced under ADRs—years after Europe’s adoption. Even then, the current
requirement in Australia is limited to car-to-car functionality, whereas in Europe, AEB includes pedestrians, cyclists, and intersections.
“Shockingly, some vehicles currently on sale in Australia have received zero- or one-star ANCAP safety ratings. One of these models— sold in Europe under similar branding— achieves a three-star rating under Euro NCAP, due to stricter vehicle design and safety feature requirements,” ACRS CEO, Dr Ingrid Johnston, said.
“Many Australian consumers are unaware of these differences and may have purchased vehicles under the mistaken assumption that safety standards are equivalent across markets.
“Every year, hundreds of Australians are killed in crashes that could have been prevented with safer vehicles.
“The evidence is clear: adopting stronger safety standards reduces fatalities and serious injuries. Australia cannot afford to keep falling behind.”
With the National Road Safety Strategy1 aiming to cut road deaths and serious injuries
by 50 per cent by 2030, modernising vehicle safety standards is a crucial step. The ACRS is urging federal and state governments to act now to prevent further unnecessary tragedies.
“This is about making sure Australians are driving vehicles that give them the best chance of survival,” Johnston added.
“We need responsible leadership and immediate action to bring our safety standards in line with the best in the world.”
The ACRS stands ready to work with policymakers, road safety experts, and industry leaders to accelerate the adoption of these critical safety measures.
“The time for action is now – Australians deserve safer roads and safer vehicles,” Johnston concluded.
Motum World to take heavy vehicle driver safety to the next level with NHVR grant
The Motum World software offering is poised to revolutionise driver safety training in the heavy vehicle space, following confirmation of a successful grant application funded by the National Heavy Vehicle Regulator’s (NHVR) Heavy Vehicle Safety Initiative (HVSI), supported by the Australian Government.
Produced entirely in Australia by the Motum Simulation team, Motum World is a completely customisable software platform created exclusively with local conditions in mind. For this virtual training tool, a wide range of heavy vehicle options will be developed across the transport spectrum, encompassing smaller rigid trucks through to multicombinations.
Furthermore, it is planned that each vehicle type can be fine-tuned for specific applications, such as differing weights and their relative positioning on the vehicle.
To develop Motum World for the heavy vehicle market, Motum is working closely with numerous industry stakeholders, such as the NHVR, Armstrong’s Driver Training, the Australian Driving Institute and Driver Safety Australia.
For Motum Simulation, the grant paves the way for widespread software adoption in a massive target market.
“We have a platform that has been researched and developed locally for our specific conditions, improving safety outcomes for one of the highest-risk cohorts on our roads,” said Steve Hoinville, Motum Simulation Managing Director.
NHVR Executive Director Corporate Affairs
Michelle Tayler said the Motum is one of 16 organisations to receive funding as part of a $3.9 million investment in safety projects.
Motum World’s functionality include a full 360-degree view and the surround sounds from the synthetic Motum World environment, high visual realism of the surroundings and situations, plus the vehicles are kinematically and dynamically accurate to the real-life vehicle models, meaning they respond accurately to driver inputs.
Furthermore, VR headsets provide support for drivers to turn their heads up to 180 degrees for reversing, plus left-right checks at intersections and lane changes.
In combination with a Motum True Motion Simulator, a full range of sensations can be
provided to drivers, such as road surface changes, cornering and braking forces, or when there is a loss of traction.
To date, Motum World has been developed for a range of applications, from learner drivers to dedicated underground mining machinery, emergency services, and training stevedores in roll-on roll-off vehicle operations at ports. For trainers, a range of dedicated telemetry metrics is recorded for analysis, while instructors can also tailor scenarios, including testing driver responsiveness, awareness, and defensive skills under a host of road and weather conditions.
Pony.ai launches Gen-7 robotaxi
Pony.ai accelerates Gen-7 robotaxi deployment with road testing launch in China’s Guangdong.
Pony.ai says it is ramping up its robotaxi mass production and commercialisation efforts with the launch of public road testing for its seventhgeneration robotaxis in China.
The vehicles, now testing on roads in the southern Chinese megacities of Guangzhou and Shenzhen, are based on Guangzhou Auto (GAC)’s second-generation Aion V model and equipped with Pony.ai’s most advanced autonomous driving system, unveiled in April at the Shanghai Auto Show.
Pony.ai recently obtained a regulatory permit to conduct these road tests for its seventh generation Robotaxi jointly developed with GAC, marking a significant transition from laboratory and closed-track validation into realworld traffic environments.
Pony.ai debuted its Gen-7 autonomous driving system at the Shanghai Auto Show. The new system delivers three core advancements: the exclusive use of 100 per cent automotive-grade components, a 70 per cent reduction in costs of the autonomous driving kit compared to the previous generation, and enhanced platformbased design, enabling rapid adaptation across multiple vehicle models.
Equipped with six types of mass-production sensors providing 360-degree, blind-spot-free redundant perception, and incorporating Pony. ai’s proprietary sensor cleaning solution, the system effectively handles adverse weather and extreme scenarios. Built upon in-house
developed “PonyWorld” model and utilising reinforcement learning, the company claims it achieves safety standards exceeding human capabilities while continuously improving its ability to navigate complex, real-world conditions for full-scenario, all-weather operation.
Dr James Peng, CEO and Co-Founder of Pony.ai, said the Aion V with seventh-Gen AD system deployed in these road tests represent a significant milestone in the company’s collaboration and ecosystem synergy with GAC. “Since launching our strategic alliance in 2018, we have continuously deepened our cooperation across L4 autonomous vehicle Research and Development, product deployment, and strategic investments,” he said.
“Pony.ai brings substantial experience to this launch, having amassed over 45 million kilometers in global autonomous test mileage.”
The company says it has established an operational network spanning more than 2,000 square kilometers across four first-tier cities in China, namely Beijing, Shanghai, Guangzhou, and Shenzhen, encompassing high-complexity
Sodium-ion battery breakthrough
New EV battery technology that doesn’t use rare materials such as lithium and is not prone to fire has been unveiled.
CATL – a Chinese company that claims to be a global leader of new energy innovative technologies – has unveiled what it says are ground-breaking EV battery products.
CATL says its batteries are the world’s first mass-producible sodium-ion batteries, which will relieve resource constraints and strengthen the foundation of the new energy industry.
“With sodium’s inherent safety and abundant reserves, it efficiently reduces dependence on lithium resources and strengthens the foundation of new energy technologies,” the company’s website outlines.
The Naxtra Battery product line includes two categories: the Naxtra passenger EV Battery and the Naxtra 24V Heavy-Duty Truck Integrated Start-Stop Battery.
CATL says the Naxtra passenger EV Battery retains 90 per cent usable power at 40°C.
“CATL’s Naxtra passenger EV Battery achieves an energy density of 175Wh/kg, the highest among sodium-ion batteries worldwide, and comparable to LFP (Lithium-ion) batteries,” its website states.
“It offers a 500-kilometre range and can achieve over 10,000 cycles, which significantly reduces maintenance costs.
“In terms of safety, the Naxtra Battery eliminates combustion-supporting factors at the material level, thus achieving a transformative breakthrough from ‘passive defence’ to ‘intrinsic safety’.
According to CATL, its Naxtra 24V Heavy-Duty Truck Integrated Start-Stop Battery boasts over eight years of service life.
“It reduces total lifecycle costs by 61 per cent compared to traditional lead-acid batteries,” its website claims.
scenarios such as high-speed rail stations, airports, and densely populated urban commercial areas. Moreover, the company claims it has validated its technology through over 500,000 hours of fully driverless operation under diverse real-world conditions in the past two years.
Targeting 2025 as its “mass production year” Pony.ai declared it is transitioning from technology demonstration to large-scale deployment.
The company says, successfully boosting cost-efficiency in its latest Gen-7 system and achieving pre-installed production readiness enables it to build a fleet exceeding 1,000 vehicles by year-end, unlocking significant economies of scale.
To support widespread adoption, Pony.ai claims it has established deep commercial partnerships with global leaders in technology, mobility services, and deployment platforms, including Tencent Cloud, Alipay, Amap, Ruqi Mobility, Shenzhen Xihu Group, global ride-hailing giant Uber, Singapore’s mobility conglomerate ComfortDelGro, and Luxembourg’s Emile Weber.
“This product offers unique advantages including deep discharge across the entire capacity, one-click starting at -40°C, and the ability to start after being idle for a year. Compared to lead-acid batteries, it is more efficient, eco-friendly, and economical, driving commercial vehicles into a lead-free era where vehicle and battery ages as one.”
Self-healing materials could be a future challenge for automotive workshops
According to a recent report from senior technology analyst at IDTechEX, Dr Conor O’Brien, the automotive sector is the road to commercialisation of self-healing materials. This new technology has the potential to majorly disrupt the sector as we know it today.
According to a recent report from senior technology analyst at IDTechEX, Dr Conor O’Brien, the automotive sector is the road to commercialisation of self-healing materials. This new technology has the potential to majorly disrupt the sector as we know it today. Self-healing materials, capable of repairing physical damage, present a significant opportunity for disruptive innovation in materials science, improving longevity and reliability. The automotive industry is of particular interest, with a high degree of importance placed on maintaining the appearance of vehicles, while rapid selfhealing tyres prevent punctures from interrupting journeys.
IDTechEx has released a new report on the topic, Self-Healing Materials 2025-2035: Technologies, Applications, and Players
This report provides a comprehensive assessment of the market, including analysis of technological progress, growth opportunities, and commercial readiness levels. It claims to offer a third-party, unbiased opinion and outlook for the market.
The automotive industry is often an early adopter of products, where both the increased performance and convenience are selling points to consumers. Self-healing materials can be used in a range of automotive applications, including tyres, paints, and coatings. Use cases even extend to asphalt road surfaces, where damage can lead to issues for vehicles and drivers.
Self-healing tyres
Punctures are a frequent issue for drivers, and incorporating self-healing capabilities to
repair them could offer several environmental benefits, such as extending tyre lifespan and reducing the need for replacements. Eliminating the necessity of carrying a spare tyre or space saver would also decrease vehicle weight, leading to lower emissions. This advantage is even more significant as electric vehicles become more prevalent due to their increased weight and higher torque.
Self-healing coatings and paints
Paint protection film typically consists of a polyurethane wrap that flows into scratches. The film closely resembles vinyl bumper sticker material but is significantly thicker, making it highly durable while remaining nearly invisible. Self-healing properties have made it a popular choice for protecting the paint on cars and trucks. Beyond film, coatings also exist that can be applied to the most damaged areas of vehicles, such as the front bumper, headlights, and mirror housing.
A notable example is the BMW iX, released in 2022. To enhance resilience, the grille is coated with polyurethane, which is reported to repair minor scratches within 24 hours at room temperature or in just five minutes when exposed to warm air.
Self-healing asphalt
Another major source of damage to cars is the presence of potholes and other damage to the road’s surface. Self-healing methods typically use microcapsules that will release liquid bitumen to seal cracks in the surface. Some proposed solutions require heating equipment (induction) for non-automatic healing, where the induced heating further enhances the flow of the liquid bitumen.
PERS review
SAE-A members called on for feedback on Professional Engineers Registration Scheme.
SAE-A has been a key player in the Professional Engineers Registration Scheme for the state of Victoria as a fully accredited assessing authority. As part of the Government’s requirements, they are obliged to do a review after a reasonable period of time, to ensure the Act that is behind the scheme, is fit for purpose.
Recently, representatives from SAE-A participated in a feedback session with the Victorian Department of Justice and from that meeting we have been invited to reach out to our members for their feedback, particularly those who have completed or about to complete their registration.
Please take this opportunity to have your say on this significant piece of legislation.
The public consultation is available at: https://engage.vic.gov.au/statutory-reviewof-the-professional-engineers-registrationact-2019
SAE-A is an assessment entity for mechanical engineers in Victoria enabling the continued advancement of the engineering profession with the professional development requirements set out in the scheme.
The Victorian PER Act 2019 requires any person who provides professional engineering services to be registered unless they work under the direct supervision of a professional engineer who is registered to practice, or work only in accordance with a prescriptive standard.
The Act addresses the four requirements which apply to the scheme:
• Adequately provides for the assessment of qualifications and competencies of engineers in an identifiable area of engineering i.e., structural, civil, mechanical, electrical, or fire safety engineering.
• Is consistent with national and international standards for the recognition of professional engineers.
• Includes procedures for the assessment of applicants for registration and endorsement that are conducted in an independent and professional manner.
• Includes adequate CPD requirements for professional engineers and an effective audit program to ensure registration and endorsement requirements are met.
If you are interested in becoming a registered engineer and would like to submit an application or obtain further information, please visit our website at the following link https://www.saea.com.au/pers
Flying car gets the nod in Europe
The European Union Aviation Safety Agency (EASA), has issued a ‘No Technical Objection’ to PAL-V, the Dutch company that has developed and is commercialising what it claims is the world’s first FlyDrive vehicle (Flying Car).
The PAL-V Liberty vehicle has been under development since 2008. The vehicle drives on the road and can be quickly converted into an aircraft. By integrating air and road travel into one vehicle, it offers very safe door-todoor, long distance mobility.
EASA’s Senior Project Certification Manager for VTOL, Volker Arnsmeier, reinforced the significance of this moment.
“This is the first time ever we have issued a No Technical Objection (NTO) for a FlyDrive vehicle in the Innovative Air Mobility sector – a major step toward certifying the PAL-V Liberty.”
The certification for road use was achieved in 2020, and the NTO is EASA’s endorsement of PAL-V’s detailed compliance demonstration program to finalise flight certification. It confirms that there are no known risks preventing full type certification.
PAL-V says it is the first company in the sector to reach the last of seven EASA certification phases. EASA is known to adhere to the strictest levels of safety requirements, which provides PAL-V a path to global adoption once certified in Europe.
The PAL-V vehicles can both drive on the road and fly through the air using proven gyrocopter technology. Apart from its ‘doorto-door’ ability, the vehicles differentiate
themselves with a long range of 500km. PAL-V is leader in the FlyDrive segment, where other companies have attempted to develop FlyDrive concepts, none have achieved a credible path to certification. The NTO from EASA is now proving PAL-V’s path to certification.
PAL-V’s FlyDrive mobility solution has attracted buyers from the professional and government sectors who recognise the Liberty’s unmatched flexibility, operational efficiency, and cost-effectiveness. In addition, there is a large order book from private buyers.
Hyundai supports FISITA World Mobility Conference (WMC) 2025
Hyundai Motor Group reaffirmed its vision for the future of mobility and its leadership in technological innovation.
FISITA, the world’s largest association of academic institutions in the automotive field, unites engineering societies from 36 countries and has cultivated a global network of approximately 210,000 automotive researchers since its establishment in 1948. Its biennial conference, FISITA WMC, convenes around 2,000 distinguished executives and engineers from the mobility industry.
As Prime Partner of FISITA, Hyundai underscored its commitment to shaping the future of sustainable mobility by delivering a networking program, technical sessions, paper presentations, and an exhibition, at the FISITA World Mobility Conference (WMC) 2025, held from June 3 to 5 at the Palau de Congressos de Catalunya in Barcelona, Spain.
Hyundai Motor Company President and CEO José Muñoz set the tone for the conference with his Principal Speech, engaging with industry leaders and engineers under the theme of Hyundai’s journey as a mobility leader.
“As an engineer myself, it was a real pleasure to share Hyundai’s mobility journey and engage with participants at the FISITA World Mobility Conference. Under the leadership of Hyundai’s Executive Chair, we are pushing the technological boundaries of what’s currently possible to improve how people and goods
will move more safely, sustainably and conveniently. Thank you to the organisers and congratulations to my colleague ChangHwan Kim for being named as the first Korean president of FISITA.”
ChangHwan Kim, Executive Vice President and Head of Electrification Energy Solutions Tech Unit at Hyundai Motor Group, who was inducted as president of FISITA at the conference, will guide the organisation throughout his tenure until May 2027, overseeing the Executive Board and Committees.
Hyundai also hosted a special technical session, highlighting its latest advancements and collaborative research with European partners. Key topics included methodologies and case studies on the use of software and hardware, such as driving simulators for virtual performance verification, new bushing
technologies to enhance ride comfort and performance in EVs and research on ensuring chassis reliability in software-defined vehicles using prognostics and health management technologies.
Under the theme ‘Clearly Committed, FCEV Technology,’ the all-new NEXO and the enhanced fuel cell system will be exhibited, reiterating Hyundai Motor Group’s leadership in hydrogen mobility and showcasing its dedication to driving innovation as a smart solutions provider across the full mobility ecosystem.
By sharing its vision and technological capabilities throughout the conference, Hyundai Motor Group said it aims to foster global academic collaboration in mobility research while solidifying its role as a catalyst for innovation in the automotive industry, all in line with its vision of ‘Progress for Humanity.’
Volvo trucks introduces new speed limiters for zones
The Swedish company has launched a new service that enables the activation of automatic speed limitation in predefined geographical areas. The main objective is increased safety.
Safer truck traffic in busy city areas, less damage within the truck depot and less stress for drivers who will know they will not accidentally exceed the speed limit – these are the main benefits of Safety Zones, Volvo Trucks’ new digital service.
Volvo is one of the first truck manufacturers to launch a service of this kind.
Using Safety Zones, transport companies can set speed limits for each truck as it enters a predefined geographical area, a technology often referred to as “geo-fencing”.
When the truck is operated within the area, the engine restricts acceleration above the zone speed limit. The truck actively brakes to reach the zone speed limit if it enters the zone with a higher speed.
“With this service, a transport company can secure that the speed of the vehicle is kept low. For example, in a harbour or at a logistics centre, or in areas with a lot of people and traffic moving about like busy city centres and around schools,” explains Johan Rundberg, product manager at Volvo Trucks.
“The aim of the service is to make the traffic environment safer and to reduce stress for
the driver. At Volvo, we continuously develop our safety systems with the purpose of taking steps towards our long-term vision of zero accidents with Volvo trucks.”
The fleet manager defines the geographical zones on a digital map, configures the allowed speed limit and has full control of which zone should be used for each truck. The driver will see in the instrument display that he or she is in a speed-limited zone and what the maximum speed is.
Safety Zones is a subscription service and part of Volvo Connect, Volvo Trucks’ interface for digital services for all customers. In the
Volvo Connect portal, the fleet manager will receive an event notification whenever the truck enters or leaves the zone, and if the driver violates the maximum speed.
The new service is available on Volvo’s heavyduty trucks Volvo FH, FM and FMX Euro 6 and with electric drivelines. This includes the new Volvo FM Low Entry, a truck that comes with electric drive only and which is especially suitable for traffic in city areas.
The service is available as of June 2025 for new trucks and as of September 2025 for existing trucks.
EV battery recycling key to sustainable future
EV battery recycling becomes a critical area for on-going investments in the automotive industry, says GlobalData
As the automotive industry accelerates its transition towards electric vehicles (EVs), the focus on sustainable practices has never been more critical, according to GlobalData.
Central to this evolution is the lifecycle management of EV batteries, which poses both opportunities and challenges. As the future of the automotive industry is undoubtedly intertwined with the success of battery recycling, it has become a critical area for on-going investment and development, says GlobalData, a leading data and analytics company.
The rising adoption of EVs has significantly increased the demand for efficient battery recycling processes. As EV batteries reach the end of their lifecycle, the automotive industry faces the critical challenge of managing their disposal. Current recycling methods, including hydrometallurgical, pyrometallurgical, and direct recycling, are being explored to recover valuable metals such as nickel, cobalt, lithium, and manganese. Among these, hydrometallurgical recycling has emerged as the most effective method, demonstrating a notable positive environmental impact.
Madhuchhanda Palit, Automotive Analyst at GlobalData believes the automotive sector is increasingly embracing circular economy practices, focusing on reusing and recycling materials to minimise waste.
“This transition not only benefits the environment but also presents lucrative opportunities for businesses in the growing market for recycled battery materials. Patent analytics indicate a surge in research and development aimed at improving recycling efficiency and reducing costs,” Palit said.
“Companies are investing in innovative technologies that enhance recovery rates while lowering the carbon footprint associated with recycling processes.”
Regulatory frameworks are undergoing significant evolution, as governments across the globe implement increasingly stringent guidelines concerning battery disposal and recycling.
For instance, the European Union’s Battery Law mandates that by 2030, recycling processes must achieve recovery rates of 95 per cent for cobalt, copper, lead, and nickel,
and 70 per cent for lithium. In the US, various states are progressively adopting Extended Producer Responsibility (EPR) policies, which will hold automakers accountable for the recycling of all batteries. This regulatory momentum is anticipated to drive investments in recycling technologies and infrastructure, thereby promoting a more sustainable automotive ecosystem.
“In conclusion, the journey towards a sustainable future for EVs hinges on the effective management of battery lifecycles.
As the automotive industry embraces recycling as a core component of its strategy, the potential for growth and innovation is significant,” Palit said.
“While challenges remain, the advancements in recycling technologies and the increasing emphasis on sustainability present a promising outlook for the automotive market.
As stakeholders navigate this evolving landscape, the commitment to sustainable practices will not only mitigate environmental hazards but also drive market growth in the years to come.”
Spotlight on Cheryl Liu
From leaving home at 18 to carving a new life in Australia, she’s never looked back.
Cheryl Liu is driving change in Australia’s automotive engineering sector – and doing so from the executive level.
As Managing Engineer for Interior and Exterior at Walkinshaw Group, Cheryl leads high-impact engineering projects for one of Australia’s most respected automotive companies. Her rise to this senior role is a testament to both her technical excellence and her resilience in navigating new environments.
Originally from northern China – where, she notes with a smile, “it’s getting very cold in wintertime” – Cheryl left home at 18 to study near Shanghai. She completed a degree in mechanical engineering and later a master’s in dynamic cooling systems, before beginning her professional career. In 2018, she migrated to Australia with her husband and their twoyear-old son to begin a new chapter.
She speaks warmly of her upbringing and the strong role models her parents provided.
“My father spent his career in mining and is now retired. My mother worked across many different jobs – she’s an incredibly caring person,” Cheryl shares.
“What really stayed with me is my dad’s resilience. He faced many ups and downs in his career but always found a way forward. Watching him navigate challenges taught me that no matter the situation, there’s always a solution.”
Shortly after arriving in Melbourne, Cheryl began working at Ford’s Campbellfield facility. But balancing full-time work with a toddler proved unsustainable. After a brief career pause, she joined Walkinshaw Group, where her talent was quickly recognised –culminating in her appointment to a senior engineering leadership role.
Although she wasn’t particularly interested in cars growing up, Cheryl says she naturally gravitated toward engineering.
“I struggled with subjects like history and politics, but maths and physics came easily,” she says. “That’s what led me to engineering –it played to my strengths.”
Her engineering career has spanned industries and continents. From developing cooling systems for wind turbines to building emergency refuge capsules for miners, Cheryl’s diverse background prepared her well for the fast-moving world of automotive engineering. Her move into the automotive field, she says, was a defining moment.
“People often think of cars as just four wheels and an engine, but automotive engineering is incredibly broad,” she explains.
“There are interior, exterior, electrical systems, software – and even elements of design and materials science. I get to work with everything from metals and plastics to fabrics and leather. It’s a perfect blend of creativity and technical precision.
“Engineering is more than mechanics – it’s creativity, strategy, and collaboration all in one.”
Cheryl thrives on the industry’s fast pace and constant evolution.
“We’re always adapting to new technology. Lighter vehicles, electrification, environmentally conscious designs – it’s a moving target. But I love that. There’s always something new to learn and apply.”
Despite moments of self-doubt, she’s stayed the course.
“There was a point where I thought, ‘This is so intense. Maybe I should find something slower-paced,’ she admits. “But I’m glad I didn’t. I love the challenge. Doing the same thing every day would drive me crazy.”
At Walkinshaw Group, Cheryl has contributed to major projects including converting Chevrolet trucks from left-hand to righthand drive, enhancing suspension systems, and developing body upgrades for highperformance models. Now in an executive role, she helps shape the strategic direction of these initiatives.
She has now spent four years at Walkinshaw Group and says she has enjoyed her time at the organisation, which she believes has offered a challenging role, but also a great work-life balance.
Cheryl admits that her greatest strength –and sometimes her biggest challenge – is her focus.
“I can get too absorbed in a project and become less aware of what’s going on around me,” she says. “That intensity can sometimes lead to miscommunication, but I’m working on it.”
Collaboration, she notes, can be tense – but productive.
“In any project, everyone has different priorities. Designers want it to look stunning, engineers want it to function, and procurement wants it to be cost-effective,” she explains.
“When there’s a difference of opinion, I always
come back to the data. Facts and figures help us make balanced decisions.”
Her calm under pressure is something she attributes to her upbringing.
“I stay grounded by focusing on what’s in front of me,” she says. “If something isn’t working, I look for another way. I believe I perform best under pressure.”
While acknowledging that engineering is often a male-domination vocation, Cheryl says she has never seen that as a problem and has always been able to get her point of view heard.
Asked what advice she’d give her younger self, Cheryl doesn’t hesitate.
“Just do it,” she says.
“There will always be different voices and opinions, but ultimately it’s your goal and your future. The road won’t always be smooth, but believe in yourself. Don’t underestimate what you’re capable of.”
For Cheryl, continuous learning is nonnegotiable.
“With today’s technology and tools like AI, staying current is more accessible than ever,” she says. “At Walkinshaw, we’re encouraged to keep learning – through training courses, conferences, and staying on top of software advancements.”
She reflects on how far the industry has come since she first entered the field.
“Features like adaptive cruise control, lane departure warnings, pedestrian avoidance,
and even automated air-con adjustments during a phone call – none of that existed when I started,” she says.
As autonomous vehicles move closer to reality, Cheryl believes engineering focus will shift dramatically.
“In a driverless future, passenger comfort and safety will become paramount,” she explains. “We might not even need steering wheels. Cars could become social spaces, with passengers facing each other. Our work will centre on comfort, restraint systems, and in-vehicle interaction.”
She sees Australia’s niche as continuing to lie in specialised vehicles for local conditions.
“We’ll keep remanufacturing vehicles for offroad use, towing, and extreme climates,” she says. “The Australian lifestyle demands it.”
Outside of work, Cheryl’s passion is cooking –particularly curries.
“I love experimenting with different cuisines,” she says. “I’ll mix ingredients, try something new. Sometimes it works, sometimes it doesn’t – but it’s relaxing and rewarding.”
Whether she’s performance engineering a suspension system or experimenting with spices in the kitchen, Cheryl approaches every challenge with the same enthusiasm, curiosity, and resolve.
It’s that mindset that has earned her a leadership role in one of the country’s top automotive firms – and it’s what will continue to drive her success for years to come.
THE FUTURE OF FREIGHT: Developing a Freight Ecosystem for Australia
By Jacqueline King
In an era where efficiency, sustainability, and resilience define competitive advantage, freight and logistics stand at a critical crossroads. The sector—often described as the lifeblood of modern economies— faces mounting pressure from supply chain disruptions, decarbonisation mandates, and the technological revolution sweeping through transportation. For Australia, with its vast distances and heavy reliance on freight to connect producers to markets, these challenges are acute.
Pressing Challenges
Australia’s freight network moves over 800 billion tonne-kilometres of goods annually. Yet, it is grappling with complex challenges that threaten its efficiency and sustainability:
• Supply Chain Vulnerabilities: Recent global events—from the COVID-19 pandemic to geopolitical tensions—have exposed the fragility of international and domestic supply chains.
• Decarbonization Pressures: Freight is a major contributor to Australia’s greenhouse gas emissions. The transition to lower-emission technologies is urgent but complex.
• Technology Adoption: While advanced technologies like AI, autonomous vehicles, and digital twins promise transformative benefits, their adoption remains fragmented and slow.
• Aging Infrastructure: Much of Australia’s transport infrastructure was built decades ago, ill-suited for today’s freight volumes and demands.
• Labour Shortages: The sector faces significant workforce shortages, exacerbated by an aging workforce and skills gaps in emerging technologies. This confluence of factors underscores the need for a coordinated, national approach to take us into the future —one that brings together expertise from industry, government, and research sectors to create a resilient, efficient, and future-ready freight ecosystem.
A National Collaboration
The Future Freight CRC, as a consortium of industry, academic institutions, and government departments and bodies, seeks to fill this void. At its core, the CRC is designed as a collaborative innovation hub where long-term challenges can be addressed using Australia’s significant brain power to create new products, services, systems and knowledge.
“Freight isn’t just about trucks, trains, or ships—it’s about creating a dynamic ecosystem where all parts work together seamlessly,” says Lee-Ann, Bid Lead for the Future Freight CRC. “Our vision is to harness the collective intelligence of industry, government, and researchers to tackle systemic freight issues that no single organisation can solve alone while enabling organisations to maintain their individual competitive edge.”
The CRC model has a proven track record in Australia, fostering partnerships that enable shared investment in applied research and technology deployment. The Future Freight CRC will leverage this model to deliver projects that enhance our distribution systems nationally, develop workforce capability and support development of policy that supports the freight transition.
Why Now?
With national freight demand projected to grow by 26% and road freight by 77% by 2050 (National Freight Data Hub), the existing system simply cannot scale to meet future needs and obligations without significant change and innovation.
As Lee-Ann explains, “The freight sector operates as an interconnected web, not in silos. Disruptions in one mode or region have ripple effects across the entire economy. The CRC allows us undertake projects that help build resilience and adaptability into the freight network as a whole.
“There are many opportunities to integrate for better freight systems, including with land use planning and with the energy sector. Such integrations could be investigated and supported through a CRC framework to benefit all parties.”
This systemic approach aligns closely with Australia’s broader economic, environmental, and geopolitical priorities. Reducing freight emissions contributes to national climate goals. Enhancing supply chain resilience boosts economic competitiveness. And developing sovereign capability in freight technology reduces exposure to external shocks and creates jobs.
Australia’s Freight opportunity
Australia’s unique freight profile—marked by long-distance hauls, particular vehicles, remote operations, and multimodal interdependencies—offers a living laboratory for developing solutions that could be exported worldwide.
The CRC presents numerous opportunities in the vehicle technology development space with fertile ground for applied research partnerships. The integration of automated vehicles into freight corridors, the optimization of vehicle design for new fuel sources, and the advanced use of data are just some of the areas that spring to mind.
As Lee-Ann emphasises, “This isn’t just about solving today’s problems—it’s about future-proofing freight for decades to come. We’re creating the collaborative platform where breakthrough technologies can be safely developed, tested and scaled all for the benefit of Australia, our businesses and communities.”
The Future Freight CRC represents an ambitious but necessary investment in Australia’s economic backbone. By fostering unprecedented collaboration across sectors, it promises to deliver transformative solutions that make freight safer, cleaner, and more efficient.
If this article sparks your interest please feel free to get in touch, we would love to hear from you: info@futurefreightcrc.com.au
“Freight isn’t just about trucks, trains, or ships — it’s about creating a
Setting sail for a zero-emission future
Tasmanian shipbuilder Incat is charting a new course for maritime transport with the world’s largest battery-electric ferry.
While much of the global shipbuilding industry has been slow to embrace change, Tasmanian-based Incat is quietly rewriting the rulebook. Not content to simply build vessels, the company is transforming how we think about maritime transport.
Founded in the late 1970s by Robert Clifford, a keen sailor turned ferry operator, Incat grew out of necessity. When the Tasman Bridge in Hobart was knocked out of commission by a cargo ship in 1975, Clifford stepped in with a ferry service to reconnect the city. That emergency operation soon led to a lifelong passion for vessel design and performance.
Fast forward to today, Incat is building its 100th commercial vessel – a 130-metre aluminium catamaran that will become the world’s largest battery-electric ferry. CEO Stephen Casey says this is more than just another ferry.
“We’re working at the leading edge,” says Stephen.
“This is a total rethinking of how marine vessels can and should operate.”
Built on innovation
Incat’s success was forged in aluminium. The company pioneered the lightweight catamaran ferry, using marine-grade aluminium to construct vessels that are faster, lighter, and more fuel-efficient than their steel counterparts. Its proprietary wave-
piercing hull design also reduces drag and improves stability, making these ships ideal for high-speed crossings of up to 100 nautical miles.
“We essentially created a new market segment,” says Stephen.
“High-speed roll-on/roll-off ferries didn’t exist in this form before. Now they’re a key part of transport networks around the world.”
Each vessel is a feat of systems engineering, combining naval architecture with propulsion, automation, safety systems, and passenger amenity – all integrated under one roof at Incat’s shipyard near Hobart.
Incat has developed a reputation for solving complex design and performance challenges that others shy away from. Over the years, it has introduced numerous firsts in the sector – hull shapes, loading systems, and now electrification.
“Our people thrive on doing what’s never been done before,” Stephen adds.
The shift to zero-emission shipping
As global pressure to decarbonise intensifies, Incat is leading the charge into fully electric shipping. The company’s latest vessel, built for South American operator Buquebus, is a low-emission battery-electric ferry capable of carrying 2,100 passengers and 225 vehicles.
Powered by over 5,000 lithium-ion batteries – currently the largest marine battery installation in the world—this ferry represents a complete redesign of how a ship stores and uses energy.
“This isn’t retrofitting old diesel tech,” says Stephen.
“It’s a clean-sheet design. We had to rethink everything – from propulsion and cooling to weight distribution and fire safety.”
The batteries are being (the energy storage system is from Wartsila)
supplied by Corvus, a marine-grade battery manufacturer based in Norway. The batteries are stored in dedicated compartments across the twin hulls, supported by custom-designed thermal management and fire suppression systems. Because of its size and energy load, the vessel essentially operates as a floating microgrid. Every subsystem—from propulsion motors to onboard HVAC and galley equipment—draws from and is regulated by this battery infrastructure. This has required a new generation of energy management systems, high-voltage architecture, and control software.
Electrification isn’t plug and play
There’s a misconception that electrifying a ferry is as simple as swapping out a diesel engine for a battery. The reality is far more complex.
Incat’s engineering team had to address issues ranging from energy density and cooling to battery containment, electromagnetic interference, redundancy, and fire suppression. Batteries were integrated into the vessel’s void spaces –normally reserved for ballast or mechanical systems – requiring a complete redesign of the hull interior.
“There’s an entire engineering science around placing, cooling, and protecting these batteries,” says Stephen.
“And then we have to account for charging cycles, grid compatibility at ports, and the safety case for every possible scenario at sea.”
Then there’s the matter of recharging. Unlike electric cars that these days with supercharging can often top up in minutes, marine batteries require megawatts of power and significant down time. Fortunately, Buquebus controls its own port terminals in Uruguay and Argentina, allowing them to build custom charging infrastructure from the ground up.
Built in Tasmania, designed for the World
Despite its technological prowess, Incat operates thousands of kilometres from its primary markets. Components like motors, converters, and propulsion systems come from Europe or Asia, which means complex logistics and long lead times. Battery deliveries alone required the construction of a new Corvus factory line to meet the production volume.
“We’re not the cheapest place to build,” admits Stephen.
“But we are one of the best. We’ve proven that quality and innovation can come from Tasmania – and we do it using 100 per cent renewable power.”
That renewable energy source is more than
just a marketing edge. It positions Incat as the only major shipbuilder in the world operating in a fully renewable energy state –something that aligns well with its mission to lead maritime decarbonisation.
One of the more ironic challenges? Delivering a battery-electric ferry across the ocean.
Since there’s no way to recharge mid-journey, the vessel will travel to South America aboard a heavy-lift ship. In the future, Incat hopes that hybrid models will allow these vessels to cross oceans under their own power.
The future is (mostly) electric
Stephen is quick to point out that full-battery electric may not be feasible everywhere.
“For certain routes or ports that lack grid capacity, hybrid systems may be more practical. That could include onboard fuel cells, or the ability to regenerate charge while sailing,” he says.
Hybrid or not, the trend is clear. The International Maritime Organisation (IMO) and many regional regulators are imposing tighter emissions standards. Port authorities are demanding cleaner vessels. Operators are looking for ways to reduce fuel costs and future-proof their fleets.
This confluence of policy, economics and public sentiment makes it likely that electric ferries – whether all battery or hybrid – will become mainstream in the coming decade.
An engineering culture that embraces risk
Much of Incat’s success lies in its willingness to invest ahead of the market. The company has a history of building prototype vessels without confirmed buyers, simply to prove what’s possible. That culture of forward thinking is hardwired into its operations.
“We take calculated risks,” says Stephen.
“But we back them with data, engineering rigour, and 40 years of shipbuilding experience.”
The company’s structure also supports innovation. Unlike larger, bureaucratic shipyards, Incat owns its entire process –from design and testing to fabrication and finishing. That integration gives it the speed and flexibility to respond quickly to new ideas or customer needs.
Incat also maintains its own in-house design office and naval architecture team. That vertical integration lets them experiment with novel hull shapes, material combinations, and performance configurations that would be difficult to achieve through a third-party approach.
Global demand for smarter shipping
While Incat’s roots are firmly planted in Tasmania, its ambitions and impact are global. The company has delivered vessels to more than 20 countries across Europe, Asia, and the Americas. From Sydney Harbour to Scandinavia and the River Plate, Incat ferries are a mainstay of fast, efficient transport – particularly on short-sea routes where reliability and comfort matter.
According to Stephen, operators in regions like Scandinavia, Spain, and South America are aggressively pursuing zero-emission
alternatives – not just for compliance reasons, but to meet customer and investor expectations.
“In Europe especially, there’s a clear shift happening,” says Stephen.
“Ferry services are seen as part of public transport infrastructure. Governments want them clean, quiet, and carbon-free—and they’re willing to invest to make that happen.”
That gives Incat a strong strategic advantage. With a proven platform, a functioning production line, and working relationships with battery and systems partners, the company is better positioned than most to meet this wave of demand.
“The rest of the world is just catching up,” Stephen says.
“We’re already in the water.”
What operators really want
Building a zero-emission vessel is one thing. Making it commercially viable is another. Ferry operators live or die by their service reliability, turnaround times, and operating costs. That means a battery-electric vessel can’t just be clean – it has to perform. It must maintain schedule, charge quickly, accommodate maintenance windows, and satisfy passengers.
“An operator’s top three priorities are usually safety, schedule, and customer satisfaction,” says Stephen.
“We designed the new ferry around those realities, not just around engineering ideals.”
That philosophy drove everything from battery placement to redundancy systems.
Incat even built a replica battery room for test integration to streamline maintenance. The
vessel’s software systems include predictive diagnostics, real-time energy use tracking, and charge state monitoring – all designed to give operators confidence and control.
“In many ways, this is a data centre on water,” Stephen adds.
“It’s fast, powerful, complex – and it has to be user-friendly.”
An edge in engineering
Beyond the tech, Incat’s innovation philosophy plays a big part in its success. The team is collaborative, agile, and unafraid of firsts. From welders to electrical engineers, every department is encouraged to solve problems creatively and contribute ideas.
“There’s something about doing this in Tasmania,” says Stephen.
“You’re away from the noise of the world, but you’re deeply focused on building something real. It fosters a kind of practical ingenuity you don’t always find in bigger companies.”
This culture has helped Incat recruit and retain some of the country’s best marine engineers and tradespeople. And as more young professionals look for meaningful, climate-conscious careers, the company expects interest to grow.
“There’s no shortage of talent,” Stephen says.
“We just need to keep showing them that shipbuilding can be high-tech, global, and make a real difference.”
Leaving a Legacy
After more than four decades and 100 vessels, Incat’s legacy is already assured. But the company isn’t done – not by a long shot. With the launch of the world’s largest battery-
electric ferry, Incat has staked a claim not just on maritime history, but on maritime future. The company’s blend of visionary leadership, technical excellence, and manufacturing agility positions it to help reshape a sector long overdue for disruption.
As the maritime world looks to cut emissions, modernise fleets, and keep pace with the demands of 21st-century transport, Incat has already left the dock—and is accelerating ahead.
Building skills, building futures
As Incat grows, so does the demand for skilled workers. The company currently employs around 500 people but will need hundreds more if demand for electric ferries takes off as expected.
Incat is working closely with Tasmanian educational institutions, local government, and industry bodies to train the next generation of shipbuilders, electricians, and marine engineers.
“We’re not just creating jobs – we’re creating careers,” says Stephen.
“This is advanced manufacturing. This is global technology. And it’s happening right here in Tasmania.”
The shift toward electrification is also changing the profile of the workforce. Where once shipbuilding was largely mechanical, today’s vessels demand software specialists, electrical engineers, systems integrators, and data analysts.
Why It Matters
Incat’s journey from local ferry service to global technology leader is more than a good business story – it’s a model for how Australian industry can lead in sustainability, innovation, and advanced manufacturing.
“Shipbuilding is often seen as old-school. But it doesn’t have to be,” Stephen says.
“We’re proving that you can build world-first technology, create high-value jobs, and help decarbonise the world – all from Tasmania.”
If successful, Incat won’t just have delivered a remarkable ship. It will have opened a new chapter in maritime transport – one defined not by horsepower, but by innovation, ingenuity, and the quiet hum of electric propulsion.
Incat’s Engineering Edge
* Lightweight Aluminium Hulls: Reduce energy demand, increase speed, and require less maintenance than steel.
* Wave-Piercing Catamaran Design: Offers greater stability and comfort in rough seas.
* World’s Largest Battery System: Over 5,000 lithium-ion batteries safely stored in dual hulls.
* Advanced Cooling and Fire Safety: Custom-engineered to manage battery heat and protect systems.
* Fully Integrated Electric Propulsion: From batteries to motors to waterjets.
* Smart Energy Management: Realtime diagnostics and intelligent power use.
* Custom Shore Charging Solutions: Tailored to port capabilities and vessel schedule.
* Scalable Design Philosophy: Vessels can be adapted to full-electric or hybrid based on regional infrastructure.
* Tasmanian Renewable Energy Supply: Shipbuilding operations powered by 100 per cent clean energy.
An Australian outlier in automotive manufacturing
Brabus is actually producing cars in Australia in the Melbourne suburb of Tullamarine.
Just after the exit from Melbourne International Airport is a huge warehouse on the side of the freeway. The building is 25,000m2, which sits on 15 acres.
For years it was home to the printing presses of Melbourne’s institutional newspaper, The Age (ital.), but today is the headquarters of prestige car business Zagame.
Zagame is known for selling sports and luxury cars, but closer inspection will tell you that it is much more than just sales.
The business provides a one-stop shop for automotive, including sales, servicing, body repairs, parts distribution, tyre sales, classic car restorations and even a production line for its own vehicles.
While Ford stopped producing cars in Australia in 2017 and Holden soon after in 2020, Zagame has a production line – though they prefer to call it a “refinement program” – for the Brabus brand.
To be more correct, the Brabus cars are put together from parts that come out from the parent company in Germany, but it’s arguably the closest thing we have to a motor vehicle manufacturer for road-going cars in Australia these days.
Brabus is a German tuner that modifies and re-engineers Mercedes Benz vehicles and other luxury cars , including the popular G Wagon, which is the mainstay for the Australian operation.
The Zagame operation is huge in Australian terms. The Tullamarine building has two complete body shops – one upstairs and one downstairs. The upstairs ‘shop’ is where the Australian Brabus ‘production line’ lives. The area is state-of-the-art and includes all of the equipment you would expect to find in a leading panel shop, including four dustproof work bays and four spray paint booths.
The downstairs ’shop’ includes an additional five spray paint booths. Throughout the premises there are no less than 63 work bays.
And everything has been thought of including replicating external natural lighting conditions in the productive bays so that the operator can see what the colour is going to look like in sunlight.
“We go above and beyond to give the technicians every chance to do the best job possible,” says Andre Selliah, General Manger, Tullamarine Operations Zagame Automotive Group.
The facility even has a dedicated parts room so that all of the required parts for a job can be loaded onto a trolley and wheeled to the appropriate work bay so that a technician doesn’t have to waste time leaving his workstation.
The parts warehouse also operates as a dispatch bay for independent repairers who order parts from Zagame, with, on average, 170 orders leaving the premises a day.
So how did the Brabus deal come about?
“We were approached by Brabus two and a half years ago,” says Andre. “The initial discussions were around us sending cars to Germany for upgrades that the customers wanted and then shipping them back, with logistical challenges and time factors Brabus gave us the opportunity to build our cars for the local market which made sense to our business model.
“We first set up the panel facility in 2016. The idea was to create a one-stop shop for the Zagame automotive group. We were selling cars and we were servicing cars, but we just didn’t have the body repair side of things, so this completed what we call the 360-degree Zagame experience.
“It’s all about retention from a client point of view, and that was the main aim of the body shop.
“It’s about that relationship that we have with our clients, and ensuring that no matter what happens, that we are there to service the clients and their needs in terms of what they need for their cars from cradle to the grave.
“The body shop was built to cater for all of our cars from an Audi A3 to a Rolls Royce Cullinan. We built the shop to give every opportunity to our technicians to replicate the workmanship that manufacturers achieve at factory level. From a tooling and point of view, we haven’t held back at all; we have the best of the best and we’ll continue to do that. In terms of equipment, we’ve got some of the world’s leading brands and every brand would have their own mandatory tooling requirements, and we’ve met all those requirements.
“We would be one of the best equipped body shops in the country. When we started in 2016, it was without a doubt leading the nation in terms of a body shop.”
So the body shop provided the perfect environment to double as an assembly area for the Brabus modifications.
“After initial discussions, Brabus toured our facilities, and soon realised that having a production stream out here in Melbourne made sense, so that was put to us,” explains Andre.
“And for us, it completely made sense, because we do this all day long in terms of the body shop.
“The refinement programs that we initially started with were well within our capabilities. We had the staff who had the necessary skills to work on those types of vehicles.”
Brabus Australia – as the operation has become known – is all about what Andre refers to as “a refinement program”.
“We sit down with the client and work out what refinements they want and then they are ordered from Germany,” says Andre.
Despite all of the excitement currently around EVs, Andre points out that there are still plenty of customers that want traditional horsepower.
“The G700 has 700 horsepower, which we started off building, but we soon discovered that most customers wanted more power, so now most of our G Wagons are the G800, which obviously has an 800 horsepower engine,” he says.
All of the necessary parts for the upgrade come over from Germany, including: wheels, tyres, interiors, and the body parts.
“The interiors are manufactured at Brabus HQ and assembled in Melbourne , but in terms of the body, it’s not just assembly, there’s modifications, there’s paintwork and in some examples, even fabrication.
“We need to replicate the Brabus factory process so the quality of our needs to be exceptional.”
Brabus Australia completes a vehicle every six to eight weeks.
“This is not just about building a kit car. Every vehicle is bespoke and involves a full customisation,” Andre explains.
“Our customers are high-end clients – who come from all over the country, not just Melbourne – and they are looking for a uniquely personalised vehicle. The cars that come from the Mercedes Benz factory are well-built cars, what we are doing is enhancing them.”
In fact, Andre says one of the biggest challenges of Brabus Australia is that it will always remain a niche operation and cannot become a mass production line.
“There’s a lot involved through the whole process; it’s not something that you can turn around in two weeks.”
Brabus Australia uses airfreight for most of its builds these days as waiting for shipping and ports can unnecessarily slow the whole process down.
While Brabus Australia concentrates mostly on the G Wagon, Andre is keen for the business to expand by building more cars and offering a bigger range.
“Essentially we are focused a lot on G Wagons but there’s also opportunity for (Mercedes Benz) GLS, GLE, GT, SL, the Range Rover, Porsche and many more. But we want to crawl before we walk and walk before we run. We need to grow our skillset, build a new model and publicise it and then move to the next stage.”
While Andre insists that Brabus Australia is not a production line, it is perhaps now one of the closest things we have to an automotive production line for road-going vehicles in this country, and we hope to see it remain a successful business in Australia for many years to come.
Cummins reveals latest technology
The heavy-vehicle engine and components company has taken the cover off its latest innovations.
Cummins is continuing to revolutionise the Australian truck scene. It recently took centre stage at the 2025 Brisbane Truck Show, showcasing new technologies to a record audience at Australia’s largest trade exhibition.
At the heart of the Cummins display was the Australian reveal of its fully integrated heavy-duty powertrain – a unified system that combines the engine, transmission, axles, and brakes to deliver unmatched performance, efficiency, and uptime.
The complete powertrain features the X15 Euro 6 engine, the Eaton Cummins Endurant 18-speed transmission, and Meritor MT21165GP axle and braking systems.
The all-encompassing solution is the culmination of years of development and strategic acquisitions, including Meritor and the Eaton Cummins joint venture, positioning Cummins as the preferred full-system provider in the heavy-duty transportation space.
A key feature was the new X15D engine, which delivers 600hp and 2,360lb-ft of torque, topping the on-highway product line-up for Cummins. This supports Cummins’ advanced engine ‘down speeding’ strategy – designed to reduce cruise rpm for greater fuel economy while maintaining strong performance to satisfy both drivers and operators.
“Cummins has taken internal combustion to the next level with the X15D,” said Sean McLean, Director and General Manager of On-Highway Business for Cummins South Pacific.
“It delivers the highest-ever outputs for a Cummins truck engine while setting new standards for fuel efficiency at ultra-low emissions levels.
“It is proof that combustion engine technology still has room to grow in both performance and sustainability.”
Known as the PX-15 in Paccar’s recently launched DAF XG cabover, the X15D is available exclusively with Euro 6 emissions compliance and introduces a new benchmark in on-highway engine performance.
Another standout feature is the engine’s weight advantage. With a dry weight 225 kg lighter than the current X15, thanks to innovations like a sculpted iron block and composite oil pan, the X15D now delivers the highest power-to-weight density in the industry. For cabover applications, the reduced engine weight provides a notable benefit in lowering front axle tare.
The new engine platform also features the latest generation of Cummins’ Extreme Pressure Injection (XPI) fuel system and comes equipped with a standard wastegate turbocharger. Euro 6 compliance is achieved via an integrated single module after treatment system that houses both the diesel particulate filter (DPF) and the AdBlue SCR unit.
The X15D has already entered the Australian market under the PX-15 name in the DAF XG cabover.
“The X15D will be available for other truck brands to meet Euro 6 requirements into the future,” says McLean, noting that even higher GCM applications will be supported following further local testing and validation.
“Initial field testing of the engine has focused on B-double type applications,” McLean explained.
“Eighteen units rated at 660hp have been involved in the validation program with customers, accumulating around six million kilometres.
“The program has met our objectives and that was to gain feedback on fuel economy, performance and durability,” he said.
“We’ve had great feedback, especially on driveability and torque.”
Further testing is ongoing with higher gross weight combinations to ensure the X15D continues to meet Cummins’ high standards of durability and performance.
The X15D forms a core part of Cummins’ HELM platform – Higher Efficiency, Lower Emissions, Multiple Fuels – which features fuel-agnostic engine technology designed to operate on diesel, natural gas, or hydrogen. All variants are derived from a common base with high parts commonality, reducing complexity and streamlining maintenance.
HELM engines provide a consistent footprint
and installation experience across various fuel types, allowing customers to easily adapt to evolving fuel technologies without compromising power or reliability.
Visitors also saw the HELM platform’s fuel-agnostic architecture, Meritor’s locally engineered drivetrain solutions, and the Endurant XD Pro transmission’s seamless gear-shifting and precision under pressure.
Elsewhere, Cummins highlighted the company’s award-winning career and apprenticeship pathways, underscoring its commitment to workforce development and community impact.
Offering the next generation of skilled workers the chance to contribute to one of the most trusted and innovative brands in the commercial transport industry.
“Our people are at the heart of our success,” Tracy Moore, Talent Acquisition Lead Australia, said.
“At Cummins, we are not only powering vehicles – we’re powering careers, communities, and a sustainable future.”
Cummins’ commitment to the future of clean transport is backed by more than a century of innovation and technical excellence.
Cummins is a global power solutions leader, comprising five business segments – Components, Engine, Distribution, Power Systems, and Accelera by Cummins –supported by its global manufacturing and extensive service and support network, skilled workforce and vast technological expertise.
Cummins is committed to its Destination Zero strategy – the company’s commitment to sustainability and helping its customers successfully navigate the energy transition with its broad portfolio of products. Cummins has approximately 69,900 employees and earned $3.9 billion on sales of $34.1 billion in 2024. See how Cummins is leading the world toward a future of smarter, cleaner power at www.cummins.com
“Visitors to the show witnessed the realworld benefits of an integrated solution –from reduced friction points and simplified serviceability to greater fuel economy,” said McLean
“This approach isn’t just about performance – it’s about future-proofing our customers’ investments.
“By combining our deep technical heritage with smart, connected systems, Cummins is helping the industry transition to smarter, cleaner power solutions.”
Bendix gives insight into its rare truck brake dyno
Used for testing heavy vehicle friction materials specifically for Australian conditions and applications, the truck brake dynamometer is the only one in Australia.
At about 5,000mm in length and 2,000mm wide, Bendix’s truck brake dynamometer takes up plenty of space at the company’s Ballarat, Victoria, Manufacturing, Research and Design facility.
In return for occupying considerable real estate, the machine delivers benefits for Bendix (and its customers) that competitors can’t match, testing heavy vehicle friction materials specifically for Australian conditions and applications. The Bendix truck brake dynamometer is the only one in Australia.
The machine is used to develop new friction materials and to conduct compliance, performance and brake wear testing of products including Bendix’s commercial vehicle range which covers ProTrans HD, ProTrans Disc Pads, ProTrans Brake Shoes and ProTrans Brake Linings.
It’s capable of testing the braking requirements of most large road-going vehicles, from oversized four-wheel-drives to road-train prime movers and everything in between. A major reason for the machine’s large footprint is because heavy weights are used to simulate axle loads (replicating axle weights of up to 20 tonnes is possible), and requires considerable space, especially for the heavy segment trucks.
Other features of the dynamometer include an adjustable air-cooling system to replicate the airflow of real-world operating conditions. The machine is fully automated and programmable, giving Bendix technicians complete control of testing and compliance parameters.
Wear testing on the dyno for each product normally takes between 10 and 12 continuous
days, over which the brakes are applied at temperatures ranging from 100 to 450 degrees Celsius, with periodic measurement of the friction and disc/drum wear rate taking place within the cycles. Brake applications at each temperature interval can vary between 500 and 1000 stops.
Performance testing evaluates the brake performance over a wide range of operating conditions such as temperature, pressure and brake fade, to international and local test standards. The most typical commercial vehicle test method used is the US based FMVSS121 test.
Bendix’s in-depth testing program ensures friction materials meet the company’s stringent standards in delivering, high quality, reliable and long-lasting braking performance for customers’ heavy vehicles.
The evolution of heavy-duty commercial clutches:
AMTs and advanced materials
Modern technology is reducing driver fatigue, extending component life and improving fuel efficiency.
The world of heavy-duty commercial clutches has seen significant advancements with the rise of automated manual transmissions (AMTs) and the introduction of highperformance clutch disc materials. These innovations are transforming durability, efficiency, and drivability for commercial vehicles, helping fleets reduce maintenance costs and increase vehicle uptime.
For fleets seeking reliable commercial clutch solutions, Clutch Industries offers a comprehensive range of products, available through Repco and NAPA Auto Parts.
The Rise of Automated Manual Transmissions (AMTs)
Traditionally, commercial vehicles relied on fully manual transmissions, requiring skilled drivers to manage clutch engagement and gear shifts. While manual systems provide control and reliability, they also contribute to driver fatigue and inconsistent clutch wear.
How AMTs Are Transforming Heavy-Duty Clutches
AMTs retain the mechanical components of a manual transmission but automate clutch engagement and gear shifting through electronic control units (ECUs), sensors, and actuators. These improvements result in:
• Reduced Driver Fatigue – Eliminating the need for manual clutch engagement lessens driver workload, especially on long-haul routes.
Heavy-duty commercial clutches in AMTs are engineered to withstand the demands of automated operation. Unlike traditional clutch systems, AMT-compatible clutches feature:
• Self-adjusting mechanisms that maintain optimal engagement pressure over time.
• Reinforced friction materials to handle automated shifting under high loads.
• Hydraulically or electronically controlled actuators for smoother operation and precise engagement.
Advanced Clutch Disc Materials: Enhancing Durability and Performance
Another major advancement in commercial clutches is the use of innovative materials in clutch discs. Traditional organic clutch materials wear down faster under extreme heat and high-torque conditions. To enhance durability, clutch manufacturers like Clutch Industries has introduced high-performance materials, such as cerametallic compounds, which offer several advantages:
• Superior Heat Resistance – Cerametallic friction materials withstand extreme temperatures, preventing premature wear in heavy-duty applications.
• Higher Torque Capacity – Enhanced friction properties allow clutches to endure the high loads common in commercial vehicles.
• Extended Service Life – Improved wear resistance reduces the frequency of clutch replacements, lowering maintenance costs.
For commercial operators seeking highperformance and durable clutch solutions, Clutch Industries offers a range of commercial clutches. With decades of experience in clutch technology, Clutch Industries designs products that meet the demanding requirements of heavy-duty transport, construction, and fleet vehicles.
Clutch Industries’ heavy-duty commercial clutches are available through leading suppliers, including Repco and NAPA Auto Parts.
PENRITE – OEM APPROVED COOLANTS
For nearly 100 years Penrite has been a family owned and operated Australian business, producing premium quality coolants, lubricants, additives and cleaners. Renowned for setting standards in quality, service, and performance, Penrite’s range of OEM-approved coolants are no exception. These very coolants are used by leading heavy vehicle manufacturers as initial fill, for their vehicles as they roll off the production line.
Penrite OEM Approved Coolants are suitable for most light and heavy-duty commercial vehicles, mining or agricultural equipment and in many cases are warranty approved for service and not simply ’suitable for use’. The use of Penrite OEM Approved Coolants eliminates compatibility issues, ensures manufacturers specifications are met, while maintaining service intervals and protecting the vehicle warranty. Their extended long-life inhibitor formulation prevents rust, corrosion, cavitation and degradation of the cooling system.
Penrite OEM approved coolants are available in concentrate and premix specifications to cater for OEM requirements.
Penrite EC01 Coolant is available in concentrate and premix variants. It has been especially developed for heavy-duty applications with a long drain, low depletion rate inhibitor system. It is especially suitable for US origin vehicles with an 8 Year 1.25-million-kilometre service interval for on road vehicles and a 15,000 Hour service life of off road equipment.
Penrite RED OEM COOLANT is Cummins, MTU, MAN, Mercedes Benz and Scania approved for warranty service and is the same coolant that is used as factory fill for
these vehicles. It’s Si-OAT formulation offers longevity and protection for all heavy-duty applications in the most severe conditions.
Penrite PGXL COOLANT is a Propylene glycol based anti-freeze anti-boil coolant formulated to provide excellent high temperature protection as well as long term corrosion protection for aluminium, cast iron, brass, copper, steel and solder. It is especially formulated for heavy vehicle application and the protection of heavy diesel wet sleeve liners. PGXL coolant is used by manufacturers such as Caterpillar, Cummins, DAF, Detroit, Fuso, Hino, Isuzu, MTU, Iveco, Mack, Kenworth (Paccar) and Volvo.
Penrite also have other OEM approved coolants to cover nearly all heavy-duty applications.
To find the correct coolant for your truck, bus or off-road machine, please visit the Penrite Product Selector on our web page or download
the Product Selector App on iPhone or Android. It’s free to download and has the latest information and recommendations.
Penrite has always had the philosophy of solving problems, developing solutions, and completely satisfying our customers. Our OEM Coolants continue to fulfill this tradition whilst covering the broad range of vehicles and equipment occupying the Australian landscape. Since 1926, Penrite products have helped shape the country. We’ve remained a 100% Australian owned & operated family business, committed to producing the best lubricants, coolants, additives and cleaners and are made right here in Australia, employing Australians and investing in the future of Australian manufacturing.
To find out more about Penrite and our Australian Made products please visit: https://www.penriteoil.com.au/
