“I feel partly responsible cos I didn’t get to talk to him” – Chris Harris

Cricket star Freddie Flintoff’s co-host on THAT crash and the end of Top Gear

Top Gear star and general fast car guru Chris Harris has opened up on the accident that nearly killed English cricket legend, Andrew ‘Freddie’ Flintoff.

Flintoff was seriously injured in an accident during filming for the BBC television show in December 2022. He received significant head trauma and has been left with disfiguring facial injuries.

Speaking to controversial US podcaster and reality TV hard-man Joe Rogan Harris revealed not only did he feel partially responsible for the accident but that he had previously warned the BBC that a death or serious injury was likely if the show’s filming practices were not changed.

Harris was at the Dunsfold Park Aerodrome, home of the BBC’s Top Gear test track, on the day of the accident but was not involved in filming the segment.

He told Rogan: “I was close by. I remember the radio message — I heard someone say this there’s been a real accident… the car’s upside down. So I ran to the window looked out and he [Flintoff] wasn’t moving — I thought he was dead. Then he moved… If he wasn’t so strong he wouldn’t have survived.”

Harris explained the Morgan Three-Wheeler Flintoff was driving required special driving techniques. He said Flintoff would have normally discussed the details with him but timing on the day did not allow this.

“It’s a difficult car you know — just the name tells you its physics is [sic] complicated. It doesn’t mean it’s inherently dangerous — you just drive it according to what it is. You have to be aware of its limitations.”

“There were two people that had driven a Morgan three-wheeler before present that day — me and someone else, a pro-driver and we were sitting inside at that time. No one had asked us anything about the car they just gone on and shot it without us,” Harris explained.

“That was the first time we’d never had the chance to talk about how he [Flintoff] might approach a difficult vehicle and that was the one day that it went wrong.”

“I find that very difficult to live with and I feel partly responsible because I didn’t get the chance to talk to him.”

But Harris says he “saw it coming.”

“There was a big inquiry [after Flintoff’s crash] –the BBC’s good at that. But what was never spoken about was that three months before the accident I’d gone to the BBC and said unless you change something someone’s going to die on this show.”

“I told them of my concerns from what I’d seen as the most experienced driver on the show by a mile. I said if we carry on at the very least we’re going to have a serious injury. At the very worst we’re going to have fatality.”

Harris commented that Top Gear was in an “arms race” with the “other show” – The Grand Tour featuring original Top Gear hosts, Jeremy Clarkson, Richard Hammond and James May.

While Harris says he’s infinitely better off than his co-host, who is permanently scarred and is still recovering from his injuries, he bears emotional damage from the incident and consequent axing of the show.

“I found out really that no one [at the BBC] had taken me very seriously. I did a bit of digging afterwards. The conversation I had with those people was sort of acknowledged then they tried to sort of shut me down a bit and then… they just sort of left me to rot.”

“Even now I’m totally perplexed by the whole thing. To actually say to an organization ‘This is going to go wrong’ and then be there the day that it goes wrong is a position I never expected to be in and I never want to be in again. It’s strange and pretty heartbreaking in many ways.”

The podcast with Rogan was the first time Harris opened up about the accident, his approaches to the BBC and their collective aftermath.

“I’ve never told anyone. [But] I want to tell people that I did [raise my concerns] because a bit of me thought as the experienced driver, the members of the public think that I didn’t do enough to protect Andrew.”

Harris was at pains to point out that in concept he supports the adventurous nature of the show genre and that above all he just “wanted to make good TV.”

“My experience of that now is that if you establish really big stunts that have big vision and are ambitious [then] they tend to come with a level of rigor that means they are executed well.”

“The difficult area is the kind of just being at a test track with a smaller crew and someone says ‘Give that a go.'”

“That’s when it goes wrong because no one’s really thought about it.”

Officially BBC Top Gear is being ‘rested.’ Late in 2023, the network announced: “We know resting the show will be disappointing news for fans, but it is the right thing to do… All other Top Gear activity remains unaffected by this hiatus including international formats, digital, magazines and licensing.”

In April 2024, Harris and Flintoff’s co-host Paddy McGuinness told UK media the show hadn’t been cancelled. Flintoft is said to have recently settled a damages claim with the BBC for around $A17m.

Musky scent on the nose?

First Buddy’s antics are turning customers off Tesla. If you’re Musk averse here are some smart EV choices that won’t have you pigeonholed as an Elon fan

Elon Musk is an acquired taste. First lauded as the man who took on the auto industry and won (with an electric car) and more recently as the exec who almost single-handedly consigned NASA to the ‘also rans’ of the space race, he’s winning fewer friends of late.

His cosying up to the Great Orange One is losing more friends than influencing people – the First Buddy label may come to haunt him. Meanwhile Musk’s recent antics with questionable hand gestures is, for some, the straw that breaks the camel’s back.

Getting to cars just for one second, the end result of the Musky scent is his award-winning and ground-breaking mass-market Tesla Model 3 and Tesla Model Y battery electric cars are getting more than a little on the nose.

There’s even a bumper sticker from those ready to back-pedal: “I bought this before Elon went crazy”.

From an automotive standpoint, the Model 3 and Model Y, both recently facelifted and improved, are defining examples of the EV breed. They drive well, are very competitively priced, and (in most cases) you can buy them with little or, at worst, modest wait times. But if my phone, SMS and WhatsApp correspondence is anything to go by, a decent proportion of Aussies switching on to EVs are switching off from Tesla.

So what to buy instead?

Here are some smart EV choices that won’t have you labelled as an Elon lover and, perhaps more importantly, will see you behind the wheel of an EV that works…

MG4: Winner of a number of car of the Year awards in 2023 and 2024, the MG4 has quickly established itself as one of Australia’s most compelling Model 3 alternatives. It’s been praised by the Australian motoring press for offering a Tesla-rivaling range and performance at a significantly lower price point. It’s getting a little long in the tooth, but that hasn’t dulled its great road manners and means pricing is sharper than ever. Used examples are positive bargains.

Polestar 4: Positioned between Model 3 and Model Y in size and concept, the Polestar 4 is worth a look – even its base rear-drive model. Performance in the high-powered all-wheel-drive dual-motor variants is, er… electric. We’re fans of the 4’s distinctive coupe-SUV styling and premium interior quality. Kudos, too, for Polestar’s global chief calling out Elon for being a dick in a recent Bloomberg interview.

BYD Seal: A svelte, swoopy sedan and a direct Model 3 competitor, the Seal gets ticks for matching Tesla’s performance metrics – and in some cases exceeding them — a competitive price point. Local pundits have praised the Seal’s build quality and driving dynamics, with particular praise for interior refinement and BYD’s proprietary blade battery technology.

Zeekr X: The newest EV brand in this group, Zeekr, is positioning itself as the premium Chinese choice. The X is a compact SUV that’s a touch smaller than the Model Y and shares its architecture and, to a certain extent, design philosophy with Volvo’s EX30. The drive experience has been widely praised, as has its premium fit and finish and advanced tech.

Kia EV5: And finally, let’s not forget one of the best-performing brands of 2024, Kia. A smaller sibling to the much-vaunted EV6 and EV9 seven-seat family SUV, the EV5 is in the sweet spot of the Australian car market – a mid-size SUV. Impressive real-world range, good driving dynamics and a versatile, almost conventional interior are all plus points…

Leapmotor C10: Brand-new to the Australian market, the Leapmotor C10 is right-sized to take on the Model Y and again is in that midsize SUV sweet spot. Fit and finish gets praise, not so much the lack of smartphone mirroring which means you’re limited to native apps for things like navigation. Plenty of room and sharply priced.

Sonic Boom

Private Company Breaks Sound Barrier, Eyes Return of Fast-Flying Kangaroos

While most of us Down Under are used to marathon flights that feel longer than a Test cricket match, American startup Boom Supersonic has taken a significant hop towards making Sydney to LA shorter than a T20 game.

In a milestone achievement in late January, Boom’s XB-1 demonstrator aircraft has cracked the sound barrier, becoming the first privately developed aircraft to deliberately go supersonic. The sleek prototype hit Mach 1.1 (about 845 km/h) over California’s Mojave Desert, the same patch of sky where Chuck Yeager first broke the sound barrier in 1947.

“She was real happy supersonic,” reported test pilot Tristan ‘Geppetto’ Brandenburg after landing, in what might be the most laid-back description of breaking the sound barrier ever recorded.

While several commercial business jets have reportedly nudged past Mach 1 during testing or in unusual circumstances – including a Gulfstream G650 that allegedly broke the sound barrier during dive testing in 2009 and speculation around Cessna Citation X’s capabilities – these instances were either unintentional or part of safety envelope testing. Boom’s XB-1 on the other hand is purpose-built for as a test platform for sustained supersonic flight.

The breaking of the sound barrier marks a crucial step toward Boom’s ambitious goal of bringing back supersonic passenger travel, which has been grounded since Concorde hung up its wings in 2003.

Boom’s proposed Overture airliner promises to slash the dreaded trans-Pacific journey times, with the potential to zip up to 80 passengers from Sydney to Los Angeles in roughly half the current flight time.

Unlike its French-British predecessor Concorde, which was notorious for being about as fuel-efficient as a V8 ute, Boom claims its aircraft will use “up to 100% sustainable” aviation fuel. While this still produces emissions, it’s a step up from the gas-guzzling days of yore.

The company has already secured 130 pre-orders from major carriers including American Airlines, United Airlines, and Japan Airlines. It’s backing its ambitions with bricks and mortar too, having completed construction of its Overture Superfactory in North Carolina, where it plans to crank out 66 aircraft annually.

Boom’s founder and CEO, Blake Scholl, reckons the company has learned from Concorde’s mistakes.

“Concorde was a technological marvel for the 1960 but they weren’t focused on the economics, and it became too expensive to fly,” Scholl told the Guardian in an interview in August 2022.

The Concorde used redesigned military aircraft engines with the attendant running and maintenance cost issues. Boom is seeking to address running costs with measures including developing its own bespoke engines, ground tests of which are ambitiously targeted at late 2025.

The XB-1’s success doesn’t guarantee smooth sailing ahead—or smooth flying, for that matter. But with plans to reach speeds of Mach 1.7, roughly twice the speed of current commercial aircraft, and the ability to fly significantly faster than current airliners even when staying subsonic, Boom might just succeed in making those long-haul flights from Oz feel less like a biblical journey and more like a quick jump across the ditch.

Next time you’re settling in for that 15-hour Pacific crossing, just remember: help might be coming, mate.

Plugging into Used EV Sales: It’s a Process

Australians are hesitant about purchasing used electric vehicles (EVs) – and that needs to change.

While there’s growing interest in new EVs, the used market is struggling. Battery electric vehicles (BEVs) are lingering on dealer lots, prices are dropping, and their retained values are falling behind those of internal combustion engine (ICE) and hybrid vehicles.

This might seem like a golden opportunity for savvy buyers (both retail and wholesale), but for most used car dealers, it’s a major deterrent. And that’s a problem if we want to see more Aussies making the switch to electric.

Although there are multiple channels to purchase used BEVs, recent research from carsales shows that buyers still prefer to buy from dealerships. But they can’t buy what they can’t find.

At a recent Australian Automotive Dealer Association (AADA) event, I hosted a panel to discuss improving used EV sales, drawing on data from sources like carsales, Redbook, and Cox Automotive Australia. The data from late July aligns with the latest insights I’ve received from Cox Automotive, an industry powerhouse.

During the AADA panel, we focused on the biggest issue holding back the second-hand EV market: consumer confidence. And at the core of that concern? Batteries.

Consumer Concerns About EV Batteries

The comments we hear repeatedly from consumers are: “EV batteries don’t last,” “You’ll eventually need to replace the battery, and it’s going to be expensive,” or, ironically, “You can’t replace the battery at all, making the car worthless.”

This uncertainty isn’t just affecting buyers; it’s also discouraging dealers, who are wary of trading and reselling EVs because they’re unsure about the vehicles’ long-term value.

During the AADA panel, industry leaders like Scott Nargar from Hyundai Australia, Laurissa Mirabelli from Polestar, and fellow automotive commentator Toby Hagon helped debunk these myths. Let’s revisit the key points.

1. Do EV Batteries Really Need Full Replacement?

A common misconception is that even minor battery issues require replacing the entire pack. But how often is that actually necessary?

FACT: It’s not. Full battery replacements are much rarer than engine replacements in ICE vehicles.

FACT: Modular repairs are more likely. Rather than replacing the entire battery, manufacturers can repair or replace individual components or modules, which greatly reduces the cost and impact on a vehicle’s value.

2. Will Battery Degradation Kill Your Car?

Another concern is that EV batteries degrade quickly, causing performance to decline over time. However, the data shows this fear is largely misplaced.

FACT: Battery degradation is usually minimal. Most major EV brands report far less battery degradation than expected. For instance, studies from Polestar, Tesla, and Nissan show that batteries lose only a small percentage of their capacity even after many years. Projections suggest EV batteries will remain within usable limits well into a car’s third or fourth ownership phase.

3. Can You Accurately Check a Battery’s Condition?

This is the big one. Even if EV batteries last longer and degrade slower than people think, buyers still face a hurdle: they don’t know the condition of a used EV’s battery when they’re shopping. This lack of transparency is a huge barrier.

FACT: The industry is moving quickly to address this. International regulations are emerging that will require automakers to provide battery state-of-health (SoH) information via onboard diagnostics. While it may take some time for this to filter down to Australian cars, Cox Automotive Australia is leading the charge locally with a solution for assessing battery SoH. This could be a game-changer for the used EV market.

Addressing Valid Concerns

Mike Costello, Corporate Affairs Manager for Cox Automotive Australia, told me: “Transparent communication about a used EV’s battery state-of-health is key to establishing a stronger second-hand market. While research shows battery degradation is typically minor, customer concerns about long-term lithium-ion battery performance are valid and need addressing.”

Costello says Cox Automotive is close to launching a tool that will give accurate battery health readouts in minutes. This information can then be included in listings, just like an odometer reading or the vehicle’s build year.

He added: “Cox division Manheim Australia has already tested the SoH solution with an international provider, and the feedback from dealers and fleet managers has been overwhelmingly positive.”

Costello believes that with dedicated EV auctions now running and an expected increase in EV stock through wholesale channels by 2025, transparent battery health tests could be the missing link in boosting consumer confidence and sales.

At the very least, it could remove the biggest thorn in used EV shoppers’ sides.

What’s Next for Used EVs?

Australia’s used EV market is still in its infancy, but with the right strategies, it will grow. Battery transparency, debunking myths about longevity, and introducing industry-standard diagnostic tools are all critical steps to building trust.

For consumers, now might be the ideal time to consider going electric. Prices are falling, and battery technology is proving more reliable than many think, making this a prime moment for savvy buyers to secure a deal.

For dealers, recognizing that EVs are here to stay — and preparing now — will lead to significant future opportunity. Time to plug in…

Matt Braid on Toyota’s Supercars tilt

The last man to bring a brand into Supercars gives Toyota’s decision the thumbs up.

Toyota Australia’s announcement that it will enter Supercars is about as big as motorsport news gets.

It’s a huge boost for the series. Toyota’s marketing and activation muscle is unrivalled Down Under. While it will certainly be good for Toyota, it will inevitably be great for Supercars as well. This red tide will raise all boats.

The last manufacturer to join Supercars was Volvo. Although its involvement was relatively short-lived, it was successful – both on and off the track. The architect of Volvo’s Supercars entry was Matt Braid, then CEO of Volvo Australia. Braid later went on to become the Managing Director of Supercars – a poacher turned gamekeeper of sorts.

He’s ideally placed to comment on the challenges and opportunities Toyota faces as it sprints toward the 2026 Supercars series, with Walkinshaw Andretti United as its homologation team.

I expected Braid to be the first call for many motorsport commentators. When he wasn’t, curiosity got the better of me. So, I picked up the phone.

“They’ve been the biggest target for a long time,” Braid said from his Sydney base.

“I saw Tony Cochrane say that the one thing he regrets is not being able to get Toyota. It was the same when I was at Supercars. James Warburton, John Casey, and I pushed pretty hard, but credit to the team now – they’ve scored the big one.”

Braid notes that Toyota’s vice president, Sean Hanley, is key to this decision. A lifelong Toyota and Lexus executive, Hanley has had Supercars in his sights for decades but played the long game. It’s only now that the stars have aligned. Make no mistake, however – without Hanley’s considerable influence within the company, the Supercars business case would likely never have progressed.

“It could only happen with Sean Hanley,” Braid agreed.

“He likes the sport, but it’s not just a love affair. He sees the benefit. He was behind the [Toyota 86 series], and the [Lexus] Safety Car… They dipped their toe in the water for a long time, getting everything right before putting the [successful] business case forward.”

“Getting the business case approved was probably the biggest hurdle… Now, keeping it relevant in their global sphere is key. It will be interesting to see how they manage that and maintain global support over the [pre-2026] period to achieve their goals…”

Braid knows all too well the complexity of modern automotive marketing. He masterminded Volvo’s Supercars entry and says the real work has just begun for Hanley and his Toyota team – both in the boardroom and the workshop.

“It’s scary that it’s been that long [since a new brand entered Supercars], but the Australian market is vitally important to Toyota. They’re in a different position than Volvo was at the time.

“Getting the business case approved was probably the biggest hurdle… Now, keeping it relevant in their global sphere is key. It will be interesting to see how they manage that and maintain global support over the [pre-2026] period to achieve their goals,” Braid said.

On the technical side, Braid praised Toyota’s decision to partner with the Walkinshaw Group. This partnership goes beyond the racetrack – they’re working together on the local left-to-right-hand drive conversion of Tundra full-size US-market pickups, a world-first for Toyota.

More Toyota USA products are expected to follow the Tundra’s late-2024 release.

Local expertise is essential, Braid asserts.

“We’ve seen it before where a big manufacturer wants to get involved. Often, they dive in and try to do it all themselves, and it doesn’t work.

“It’s critical to link with a local team that has deep knowledge of the series and solid engineering capabilities. We saw Mercedes-Benz attempt this through AMG – they thought, ‘We know engines and cars, we’ll do it our way,’ but it didn’t work out.

“But Ryan Walkinshaw and his team are the perfect partners. They understand the pressures and opportunities on the OEM side, and partnering with Toyota is a huge win for them,” Braid said.

Toyota joins Supercars as the clear number one auto brand in Australia. Braid says he’ll be watching closely to see how Toyota engages with the public over the next 12 months as it prepares for its on-track debut.

“They’ve already got a great platform to communicate this news and build on it. Getting the reach won’t be an issue – the interesting part will be the content they create to communicate [their participation].

“With Volvo, we didn’t quite have the same reach, which impacted the market [opportunity]. We had to work harder to get the news out and showcase the brand. Toyota already has a ready-made audience, so they can focus more on the content to rev it up.”

Braid also sees off-the-shelf assets that Toyota can leverage.

“They have the Gazoo Racing brand and blending that into Supercars will be fascinating to watch. They already have cars on the road that can support their efforts.

“Every manufacturer is looking for an edge – both for their brand and how they promote it. The racing side is one thing, but engaging with drivers’ personalities is another.

“‘Shoulder content’ has become critical in sports. Drive to Survive is the obvious example – there’s now huge demand for the peripheral stories around racing, and I think Toyota will be able to leverage that.”

Braid adds that the engagement of Toyota’s 270-strong dealer network around Australia will be another key element.

“It’s a galvanizing experience. At Volvo, we brought our dealer network along for the journey, explaining why we wanted to go racing. It was a big leap for us, but the dealers backed it 100 percent – even pushing for the Polestar blue road cars. They jumped on board quickly.”

He recalls how racing united typically competitive dealers:

“There’s nothing better than everyone coming together to back one team. After our first race event in Adelaide, every dealer was in the hotel restaurant, toasting each other, cracking champagne. One of the senior Volvo execs [from Sweden] said he’d never seen a group of dealers come together and celebrate like that.

“That’s the power of getting behind a sports team – especially a motorsport team. I think it’s a real benefit.”

Braid is confident in Toyota’s success and adamant that this is great news for Supercars.

“It couldn’t have come at a better time,” he said, referring to speculation about Toyota’s impact on television rights negotiations.

“Any addition like Toyota has to help. This move will keep the other Supercars manufacturers on their toes and might also prompt other brands to take another look.

“I can’t give enough credit to those involved. It’s a big win, and as someone who tried to get Toyota involved, it’s a huge coup.”

EV shift not fast enough for Volvo

Volvo’s decision to retain ICE in its portfolio is a clear indication EV uptake is too slow to pay the bills

Volvo’s delay of going all-electric prompted me to dig up a transcript of an interview I did with Volvo boss Jim Rowan during a visit to Australia in early 2023…

Rowan made it very clear Volvo Cars couldn’t afford to invest in development of both ICE and EV. He championed the technological superiority of electric powertrains. But also conceded that EVs would be accepted at different rates around the world.

Rowan’s comments then make instructive reading now as the first world [re]considers personal transport options…

“I look at it [internal combustion] as an engineer. If I look at an internal combustion engine, it runs at an efficiency of about 35% because you lose so much to noise and heat and vibration. Our new e-motors are running at 93% efficient… There’s less vibration, there’s less noise, there’s higher efficiency, there’s zero tailpipe emissions. It feels that technology is going to be the next relevant technology for mobility,” Rowan commented

“And the same way as we moved from steam to internal combustion 100 years ago –because steam was good for its day but it had limitations and then of course internal combustion came … The same thing, I think, is going to happen over the next generation but it will be electric.

“[But] We need to understand the nuances at each market. If you look at the US as an example: the US is changing to electrification quickly on the coasts. In the interior [Midwest], then that’s slower, and the big push there is then PHEVs.

The same way as we moved from steam to internal combustion 100 years ago… I think, is going to happen over the next generation but it will be electric


“What’s interesting is the people who buy a PHEV and they need a second car, almost all of them go straight to BEV. They like the electric drive experience, and they’ve already got the kind of a safety net with the PHEV and then they go full electric on a second car or a third car — car for the kid, or whatever.

“So, I think it will be different in different parts of the world. We’ve said we’ll be fully electric by 2030. I think we will be. I think the market will move. That’s a decision that we take as part of our strategy. And I think we’ll be proven right. But it’s not going to be detrimental to the company as a whole because enough of the market will move to electric that we can take up that market share,” Rowan stated.

So, what’s changed? Is Volvo’s latest decision a concession that not enough of the global car market is going to shift? Interesting times…

Enough with the weird EVs already!

Are brand conscious buyers already tiring of jelly-mold EVs?

Is anyone really surprised that Mercedes-Benz AG has axed the EQS (pictured below) and will instead provide electric drivetrains to its next generation of S-Class?

S-Class is almost a brand within itself. It’s a statement and a default purchase for many of the more well-heeled members of the community.

It’s also long been a technology bellwether for the Three-pointed Star. That it didn’t deliver a battery-electric opportunity for its customer set, nor top Mercedes-Benz’s technology offer, flew in the face of what S stands for.

Parlous sales and even worse retained values of the EQS globally made it clear – this was not the electric limo they were looking for…

The collateral damage did overall brand few favours…

Mercedes-Benz’s experiment with standalone EQ models will remain but I’m certain (like the company and industry overall’s ‘EV or bust ‘adventure) this will continue to be elegantly wound back.

Don’t get me wrong, battery electric cars have an important role to play and do, can or will suit a significant number of consumers.

But the S-Class decision reinforces that for many car buyers the future will be about the ability to choose your powertrain — without the need to throw away iconic qualities, performance, style, feel, fit and finish…