Episode 55: EV Budget Changes, Kia’s Electric Stinger, Mazda’s EV Delay and Smarter Charging

In Episode 55 of Plugged In Australia for Thursday 14 May 2026, we unpack what the 2026 Federal Budget really means for EV buyers, novated lease customers, charging infrastructure and road-user charges. We also cover Kia’s wild Vision Meta Turismo concept and its possible role as an electric Stinger successor, Mazda delaying its next fully in-house EV to 2029 while leaning on Changan-developed models for Australia, new AI research that could extend EV battery life without slowing fast charging, and Shell Recharge fast chargers joining the Chargefox app in Australia.

Timestamps — full episode

00:00 — Intro
01:01 — Federal Budget EV tax changes explained
05:05 — No EV road-user charge yet
09:17 — $40 million for kerbside and regional charging
12:54 — Kia’s electric Stinger successor possibility
18:12 — Mazda delays its next in-house EV to 2029
23:33 — AI fast charging could extend battery life
27:55 — Shell Recharge joins the Chargefox app
31:46— Outro

Disclaimer:

All specifications, pricing, and information discussed in this episode were correct at the time of recording. The electric vehicle market moves quickly, so we recommend you always check the latest details directly with manufacturers, dealers, or official sources.

This podcast provides general news and information only, based on publicly available sources and Australian Consumer Law guidelines. It is not legal, financial, or professional advice. For advice specific to your situation, please contact the Australian Competition and Consumer Commission (ACCC) or seek independent professional guidance.

Plugged in Australia and its hosts are not responsible for any decisions, misunderstandings, or purchases made based on the content of this show.

Sourcing & Transparency

At Plugged in Australia, all our stories are sourced from publicly available news articles and reports. We do not receive any advance information or briefings from brands or manufacturers.

Any analysis or opinions we share are based solely on this public information.

Our main sources include (though we also use many others, and they vary by episode):

• https://www.carsales.com.au/
• https://www.carexpert.com.au/
• https://thedriven.io/
• https://www.carsguide.com.au
• https://autotalk.com.au
• https://www.carsguide.com.au
• https://evcentral.com.au
• https://www.drive.com.au

Transcript

SPEAKER_00 0:00

G'day, welcome to Plugged in Australia, episode 55 for Thursday, the 14th of May, 2026. And today we've got a very heavy Australian episode, the federal budget has landed, and there are some important changes for EV buyers, especially anyone looking at a Novated Lease. The short version is the EV tax break is being wound back, but it's not disappearing overnight, and the timing really matters. We'll also look at the extra money for curbside and regional EV charging, the national road user charge that has been put on hold for now, Kia's Wild Electric Stinger style concept, Mazda delaying its own in-house EV again, new research into AI managed fast charging, and shell recharge charges now appearing inside the Charge Fox app. Let's get into it. The headline is that the federal government is changing the fringe benefits tax treatment for electric cars. That matters because the FBT exemption has been one of the biggest reasons EV innovated leases have been so popular in Australia over the last few years. The current EV discount has made a lot of electric cars cheaper to run through salary packaging, especially for people who could put the car through innovative lease. It has helped bring EVs into the mainstream faster and it has made the numbers stack up for a lot of buyers who otherwise might have stuck with an internal combustion engine car. However, the government has now decided the scheme needs to be more targeted and more sustainable. The existing full EV FBT exemption continues in full until the end of March 2027. From the 1st of April 2027, the full exemption continues only for eligible cars costing 75 grand or less. EVs over 75,000 but still below the luxury car tax threshold will move to a 25% discount on payable FBT. Then from the 1st of April 2029, all eligible EVs below the luxury car tax threshold move to that permanent 25% FBT discount. So after that point, the full exemption is gone. But a smaller ongoing discount will remain for now. The government has also said existing leases will not be affected and eligible cars keep the FBT discount that applied when the fringe benefit arrangement started. And that's going to be for the life of that arrangement. That last detail is very important for people already in an evaded lease or people trying to decide when to order. So if you're looking at a higher priced EV through an evaded lease, the window is now a little bit tighter. For those cars, the big change date is the 1st of April 2027. If you're looking at an EV at 75 grand or less, there is still a longer runway because the full exemption can still apply if the arrangement starts before the 1st of April 2029. Now this does not mean everybody should rush out tomorrow and sign a lease. People still need to do the math properly. Novated leases are not magic. They depend on your income, your tax position, the lease terms, interest rates, residual values, insurance, tires, and how long you plan on keeping the car as well. However, what it does mean is that the timing has become part of the buying decision. A $70,000 EV and a $90,000 EV are now treated very differently once we get past April of 27. And that could push more buyers and probably more car brands towards EVs below that $75,000 line. That's probably exactly what the government wants. The government's own language is pretty clear. The idea is to keep supporting the shift to EVs but to focus the strongest support on more affordable electric cars. The government says there were only two EVs under $40,000 when it came to office, and now they're around 10, with one model under $30,000. The government also says electric and plug-in hybrid vehicles made up 22.9% of new cars sold in March 2026, that is, compared with 1.8% in May of 22. For listeners, the takeaway is simple: the EV discount is not dead. Existing leases are not being ripped up, however, the rules are changing and premium EVs will fill it first. That could make affordable EVs even more important in Australia over the next couple of years, especially models like the BYD Dolphin, the MG4, GWM Zora, upcoming smaller Kia EVs, and all the newer Chinese and Korean EVs that are fighting hard under that 75 grand mark. And it could also make brands think twice about launching EVs in Australia at overly inflated prices. Because once you go over that $75,000 line, the tax advantage starts to shrink from April of 2027. Petrol and diesel drivers pay fuel excise at the pump. And as more people move to EVs, government eventually collect less fuel excise. So the question becomes how do we pay for roads when more cars are not using petrol or diesel? For now, the federal government has not introduced a national EV road user charge. That's good news for EV owners in the short term. However, it would be a mistake to think this debate is finished, because it's not. It has just been pushed down the road while the federal government keeps working with states and territories on a national policy. It's been reported that a road user charge for electric vehicle drivers recommended through the Economic Reform Roundtable Process has been put on hold while the Federal Government works with the states and territories. It also pointed out that Victoria's EV and hybrid road charge was struck down by the High Court in 2023 and that New South Wales has had a charge proposed for 2027. The Victorian High Court decision is why this issue is so complicated. States cannot just make up road taxes however they like if it crosses into federal excise territory. So if Australia is going to have a road user charge, it probably needs a nationally consistent system, not every state doing its own thing. And honestly, that's probably the right approach. The worst version of this policy would be a messy state by state EV tax that punishes early adopters and adds more paperwork without fixing road funding properly. The better version would be a national, distance-based system that is fair, simple, transparent, and introduced at the right time. But the timing is really important. EVs are growing quickly, however, they are still not the majority of the fleet. Most cars on Australian roads are still petrol or diesel, and most fuel excise is still coming from those vehicles. If the government moves too early, it risks slowing EV uptake right as more affordable models are finally arriving. However, at the same time, governments cannot ignore the long-term funding problem forever. So this is one of those areas where both things can be true at once. EV drivers are right to be cautious about a new charge, and governments are right to think about how road funding works in a future where fuel excise is less reliable. The Australian Automobile Association is already pushing for planning to begin now. And it's been reported that the AAA wants a distance-based road user charge introduced in the 2027 federal budget, with revenue directed toward charging stations and infrastructure upgrades. My view is that Australia should not try to punish EV drivers for doing what governments have been encouraging them to do. Have a look at some of the forums, some of the comments on some of the posts. Oh, yes, they got us in EVs, now they're going to slug us with a road user charge. If a road user charge eventually comes in, it needs to be fair across vehicle types, it needs to account for vehicle weight and road wear, it needs to be simple to administer, and it should not make an efficient EV driver worse off than someone burning imported fuel every week. Critically, if EV owners are asked to pay more directly into the road system, they should be able to see real investment back into charging, reliability, road maintenance, and regional access. Because all the fuel excise, a lot of people think it goes to funding the roads, but it doesn't. It just goes into what's called consolidated revenue. So just basically goes into a big pile of money in the government's bank account that they can do whatever they want with it. They don't have to spend it on roads, it's just another way for the government to collect tax. Tax on money you've already paid tax on. But you know, this is not a tax podcast, this is an EV podcast. I think another good idea would be to just scrap the fuel exercise altogether and just make a road user charge for everybody. Just make it based on, like I said before, based on weight and size of the vehicle and its wear and tear on the road, and be done with it. Anyway, that's just my two cents worth. Let's continue on. Alright, continuing on with the budget stories, this one's a little bit of a better news one. The federal government is putting $40 million toward more curbside and regional EV charges, and another $40.5 million toward electrifying Australia Posts Delivery Fleet. That $40 million charging commitment is aimed at two of the biggest weak spots in Australia's EV rollout. The first is regional charging, the second is curbside charging for people who do not have easy access to home charging. And that second point is bigger than some people realise. If you have a driveway, a garage, a carport, solar on the roof, and a wall box, EV ownership is brilliant. You charge at home, you wake up with a full battery, you barely even think about public charging unless you're doing a longer trip. However, if you live in an apartment, if you rent a unit, park on the street, or share a strata car park where installing charges is difficult, the experience is very different. This is why curbside charging matters. It's not just a nice extra, it is the missing piece for a lot of city and suburban EV buyers. Now $40 million sounds like a lot of dough, but in national infrastructure terms, it's not enormous. Charging sites are not just the cost of the charger, there is the grid connection, the civil works, parking layout, some software, networking, maintenance, electricity supply, demand charges, uptime management, and sometimes battery storage. So this funding will help, but it's not going to magically solve the whole charging network. The bigger point is direction. The government is recognising that the next stage of EV adoption is not just about cars getting cheaper, it is also about charging getting easier for people who are not in the ideal home charging situation. That is why curbside charging, apartment charging, workplace charging and regional fast charging all come together. Australia Post is also a good target for fleet electrification because delivery vehicles are exactly the kind of case where EVs make sense. They often drive predictable routes, return to base, spend a lot of time in stop-start urban work and can be charged overnight. Fleet electrification is not as flashy as a new performance EV, but it is very important. If Australia Post puts more electric vehicles into service, that means less local exhaust pollution in suburbs, less fuel burned in stop-start routes, and more real-world data on electric commercial vehicles in Australian conditions. The budget also sits inside a much broader fuel security story. The government is responding to global oil supply, and its own budget material talks about reducing dependence on imported fuels and giving Australians more choice in how they power their homes, businesses and vehicles. That's the bigger national security point people seem to miss. EVs are not just about emissions, they're also about energy sovereignty. Australia imports the vast majority of its liquid fuel. Electricity, on the other hand, can be generated locally from solar, wind, hydro, batteries, and other domestic energy sources. When oil markets get messy, petrol and diesel drivers feel it almost immediately. EV drivers are not completely insulated from energy prices, but they are much less exposed to the international oil shocks, especially if they can charge from rooftop solar or a good off-peak electricity plant. So this budget's a bit of a mixed bag. Less generous tax support over time, yes, and had to happen. However, more infrastructure support, more fleet electrification, and no road user charge for now. That's probably the theme of this whole budget. The early EV sugar hit is being wound back. However, the government is still trying to build the ecosystem around EVs. Alright, enough of that budget talk. Let's get back to the cars. And we've got Kia up next, and this one's a little bit more of a fun one. Kia's vision metaturismo concept, which looks like something between a futuristic grand tour, a gaming console, and a four-door electric stinger, could actually have a production future. It's been reported that Kia's executive vice president and head of global design, Karim Habib, has said the only thing really slowing Kia down is strategy and the cost of building a high performance EV. The concept is being talked about as a spiritual successor to the Kia Stinger and potentially a rival for cars like the Xiaomi SU7 and the Denzer Z9GT. It's also been reported that Kia has told Autocar it will put the Vision Meta Turismo into production as a new flagship model in the vein of the Stinger GT, if the business case stacks up, that is. Kia Europe design boss Oliver Samson reportedly said a fastback variant is about 90% production ready. Now let's be clear, this is not an Australian launch commitment. There's no local timing, there's no pricing, there's no locked-in production specs, and there is no guarantee that what eventually reaches showrooms, if it does, will look anything near as wild as the concept. However, I think the story matters because it tells us something about Kia's direction. Kia does not just want to be an SUV brand. That is important because Kia has had massive success with SUVs and crossovers. In Australia, the brand now has a serious EV presence with models like the EV3, the EV5, EV6, and EV9, and it has been pushing hard into mainstream electric cars. But the Stinger left a very specific hole. The old Stinger was not a huge seller in global terms, but it did a lot for Kia's image. It was rear-wheel drive, it had proper grand touring proportions, and in GT form it had a twin turbo V6 and it made people look at Kia a little bit differently. An electric successor for the Stinger could do exactly the same job, but for the Eevee era. The Vision Meta Turismo is built around three core ideas performance driving, lounge-like space, and comfort, and immersive digital interaction. Kia describes those as speedstar, dreamer and gamer. The concept pushes the brand's opposites unite design language in a much more futuristic direction, with a cabin that is meant to mix performance, comfort, and digital immersion. Key's own global material says the concept shown is not a production model, and that design, features and specifications may differ from the eventual car. That last part is worth remembering. A lot of concept car stuff never makes it to production. A slide away steering wheel, gaming style controllers, extreme augmented reality displays, and sci-fi interior packaging are all great for a motor show. However, real world regulations, safety, cost, and durability usually bring things back to earth. But the idea behind the car is very real. A high performance electric Kia sedan or fastback would make sense if Kia can get the price right. I think it would probably use Hyundo Motor Group's EGMP architecture or an evolution of that. That platform already gives Kia access to 800 volt electrical architecture, dual motor performance, and very fast charging. So if Kia does build it, the competitive set will be very different from the old Stinger days. The old Stinger was chasing things like the BMW 3 series, the Audi S4. A new electric Stinger style model would be going up against Chinese electric performance cars, Hyundai's Ionic End products, Tesla performance models, maybe future pulse stars, and possibly new performance EVs from brands like BYD and Denza. It's a much tougher field. Chinese brands in particular are moving brutally fast. Xiaomi has shown how much attention a performance electric sedan can get. Denzer is moving up market under BYD, and Zika's already here in Australia as well. XPeng is pushing into the premium EV space, and Kia knows that if it wants to keep its emotional edge, it cannot just build sensible SUVs forever. For Australia, this could be really interesting. Australians love the idea of the Stinger, even if it was never a mass market car. It had police car credibility, enthusiast appeal, and it gave Kia a Halo model that was not just about value. An electric version could do something similar, especially if Kia Australia could get in here at a price that undercuts the more premium European EVs. But price is the problem, price is always the problem. Performance EVs are expensive to develop. Big batteries are expensive, high output motors are expensive, cooling systems are expensive, and if Kia wants this car to be quick, long range, fast charging, and properly premium inside, it cannot be bargained basement cheap. So I think this is one to watch, just not one to bank on yet. But I do really like the direction. Kia's been one of those brands willing to take some design risks in the EV space, even outside of the EV space, I love a Kia Tasman. And the vision metaturismo shows that still wants cars to have that sort of theatre. The EV market really needs sensible family SUVs, but it also needs cars that make people care. And if Kia can turn even half of this concept into a real electric stinger successor, I think it could be one of the more exciting EVs over the next few years. Alright, now to Mazda, and this one's just a little bit more complicated. Mazda has delayed its next fully in-house dedicated EV once again, pushing it out to 2029. So there's some reports that Mazda is leaning on electric vehicles developed through its Chinese joint venture with Chang'an while it delays its own ground up EV program. Mazda CEO Masaharo Moro reportedly said the company made the decision before it had to impair or write off any facilities, saying, quote, we made the decision before we started, for battery EVs we were always careful, end quote. In simple terms, Mazda is saying we have not built the factory, we have not committed the huge spend, so we can delay before the money is sunk. That's very Mazda. The brand has always been cautious, sometimes that works in its favour, sometimes it leaves Mazda looking late to the party. The in-house EV delay is being blamed on tougher tariffs, weaker emission standards, and defunct EV incentives in the US. Mazda had previously planned to invest heavily in electrification. However, reports suggest that the figure has been adjusted down from 2 trillion yen to 1.2 trillion yen, which is roughly about 17.5 billion Australian dollars down to 10.5. Mazda describes this as a strategic optimization ore selection and concentration. So in plain English, Mazda is trying to avoid spending too much money too early on EVs in a market where demand and government policy is constantly moving. The problem is that EV development does not stand still while Mazda waits. The Chinese brands are moving fast, the Korean brands are moving fast, European brands, even when they slow some plans, are still deep into dedicated EV platforms. And Tesla, BYD, XPeng, Zika, Hyundai, Kia, BMW, Mercedes, and others are already learning from real EV customers every single day. Mazda risks falling behind further on software, batteries, charging efficiency, and platform packaging if it wakes for too long. But there's another side to it. Mazda is not completely sitting out EVs. For Australia, Mazda has already confirmed the Mazda 6E sedan and the CX6E SUV, both developed in collaboration with Chang'an. The 6E and the CX6E are confirmed for a 2026 Australian launch. Mazda Australia's own material also confirms the CX6E will join the local lineup in 2026 as the second all-electric development with Chang'an after the Mazda 6E. That is where the nuance matters. Australian buyers will still see new Mazda EVs, but they will not be pure ground-up Japan-developed Mazda EVs in the traditional sense. They are Mazda branded vehicles developed through the Chang'ang Partnership, and for some buyers that will not matter at all. Some buyers won't even know. If the car looks good, drives well, has Mazda tuning, has decent range, good charging, and comes through Mazda's dealer network, they will not give a brassrazu where the car comes from. For other buyers, it will matter. Mazda has built a brand around Japanese engineering, driver feel, interior quality, and a certain emotional connection. So if the EVs are heavily partner developed, Mazda has to prove that they still feel like Mazda's. So that's gonna be the real test. The 6E and the CX6E aren't just compliance vehicles for Australia. They are Mazda's chance to stay relevant in the EV conversation while its own in house EV program moves further into the future. Mazda says it's following a lean asset strategy using partner assets flexibility instead of doing everything itself. Works very closely with Toyota and it has sourced hybrid technology and even entire vehicles through partnerships in other markets. The truth is that Mazda probably cannot afford to do everything alone. It's a much smaller company than the likes of Toyota, Hyundai, BYD, or Volkswagen Group, building a dedicated EV platform, battery supply chain, software stack, and global manufacturing footprint is brutally expensive. So, from a business point of view, using Chang'ang's developed EVs in some markets it makes sense. From a brand point of view, Mazda has to be very careful, because if the cars are good, buyers will forgive the partnership. If the cars feel half baked, Mazda will look like it borrowed someone else's homework and changed the badge. For Australia, I think the 6E and CX6E are still pretty important. Mazda has a strong dealer network here, strong brand trust, and plenty of loyal owners who might not want a Tesla or a MG or a Chinese startup brand, but might consider an EV if it comes from Mazda. That's where the real opportunity is going to be. But Mazda cannot keep delaying forever. By 2029, the EV market will be very different again. Batteries will be better, software expectations will be higher, charging speeds will be faster, and buyers will expect over-the-air updates, strong driver assistance, excellent efficiency, and proper integration with charging networks. So Mazda's delay is understandable, but it also increases the pressure. When Mazda's own in-house EV finally arrives, it cannot just be okay, it has to feel worth the wait. Next up, battery technology. Researchers from Charmers University of Technology in Sweden, working with Victoria University in Wellington in New Zealand, have developed an AI-based charging method that could reduce battery wear during fast charging without increasing charging time. It's been reported that the method adapts charging current to the battery's chemistry and state of health instead of using fixed voltage and current limits, regardless of whether the battery is new, old, half full, or already degraded. Reports also suggest that the AI-based method could extend battery life by as much as 23% in simulation testing. The study framed the improvement in equivalent full cycles, with the proposed method reaching 403 equivalent full cycles, a 22.9% improvement over the standard baseline. It's a pretty big number. And the best part is that charging time apparently didn't really change. Further reports suggest that the AI strategy achieved a 22.9% extension in equivalent full cycles compared with conventional charging, while average charging time was 24.12 minutes compared with 24.15 minutes for conventional charging. So the idea is not simply charge slower and the battery lasts longer, we already know that. The interesting part is can the car charge just as quickly but do it in a smarter way that reduces the electrochemical stress inside of the cell. The researchers used reinforcement learning, which is a type of machine learning where the system learns through feedback. In this case, the AI model is trained to make charging decisions based on the battery's state of charge and state of health. That matters because batteries change over time. A brand new pack and a six-year-old pack should not necessarily be treated exactly the same during fast charging session. The battery's temperature, state of charge, internal resistance and degradation all affect how safely and efficiently it can accept the current. Most EVs already have a battery management system, and good EVs already manage charging curves carefully, and that is why your car charges fast at lower states of charge and then slows down as the battery fills. However, this research suggests the next step could be more personalized health aware charging, where the charging strategy adapts more intelligently across the life of the vehicle. And for Australian EV owners, it's very relevant, I think it is. Australia is a big country. If you road trip an EV here, fast charging is going to really matter. If you're doing Sydney to Melbourne, Brisbane to Sydney, you're doing a Perth regional run, Adelaide to regional South Australia, or longer interstate trips, DC charging is part of the experience. And a lot of people still worry about battery life. Even though real-world EV longevity is generally better than many early sceptics predicted, battery degradation remains one of the big concerns for buyers, especially used EV buyers. If software can reduce wear without making charging slower, that's a win. It could help private owners keep their cars longer, it could help fleets, taxis, rideshare drivers, and delivery operators that rely on frequent fast charging. It could improve used EV confidence, and it could reduce the environmental impact of EV ownership by extending battery service life. But we need to keep this grounded. This is research, not a feature you can download in your car tomorrow. The next step is to test the method directly on physical batteries, which means there is still some way to go before real-world benefits are proven. The researchers also say the method needs calibration for different battery types. It's also been pointed out the experiment was conducted in lab testing, not out in real-world vehicles. So do not hear this and think your EV battery is suddenly going to last 23% longer next month. That's exciting because software changes can scale much faster than hardware changes once they are proven safe. And it reinforces something we are seeing across the EV industry. The battery is not just a big box of cells under the floor, it is a managed system, and the quality of that management matters enormously. Good thermal management, good charging strategy, good battery software, and good calibration can make a major difference on how EV performs and ages. So it's one to watch, not hype, not ready for showrooms yet, but definitely shows promise. And honestly, this is the kind of thing that makes EV ownership better in the real world. ChargeFox has teamed up with Viva Energy to make shell recharge EV charging sites available through the ChargeFox app. Initially, four shell recharge sites are being added to the Charge Fox Networks. They are Ready Express Mananon in New South Wales, Viva Energy Hub Core in Victoria, OTR Linden Park in South Australia, and OTR Poulteny Street in South Australia. Reports are that drivers can access shell recharge plugs, including ultrafast 350kW charges, through the ChargeFox app with no extra accounts or steps required. ChargeFox's own announcement says the shell recharge sites are now available on the ChargeFox app, with more sites planned over the next 12 months. It also says shell recharge locations have been designed for real-world driving, with flagship locations supporting easier access for vehicles towing trailers, caravans or boats. At towing points, not a small point. One of the things Australia needs more of is charging sites designed for actual Australian use, not just two charges squeezed into the corner of a car park. We need sites that can handle families, road trips, regional driving, utes, trailers, caravans, people with kids, people with accessibility needs, and people who do not want to do a 10-point turn just to line up with a charging cable. The Viva Energy Hub at Coreo is especially interesting because it's part of a broader energy transition site with EV charging and hydrogen fueling infrastructure aimed at heavier transport use as well. Viva Energy's own shell station listing shows the Coreio site includes shell recharge, truck friendly amenities, high flow diesel, adblue, truck parking, and it has a 24 hour operation. Now the big benefit here is not just the four sites. Four sites is useful, but it's not revolutionary by itself. The bigger benefit is roaming and app consolidation. One of the annoyances of EV ownership in Australia has been the app problem. I have a folder on my phone full of EV charging apps. It's ridiculous. You might need one app for this network, another app for that network, another account for a different charger, a backup RFID card, a credit card pre-authorisation somewhere, and then a charger that does not show life status in the app you prefer. That's not good enough for mainstream adoption. Petro drivers do not need six apps to fill up on a road trip. EV drivers should not need that either. ChargeFox is trying to become more of a network of networks platform. It's been noted ChargeFox has recently expanded access to other major charging networks, including BP Pulse, EVX and AGL, increasing coverage across metropolitan, regional and rural Australia. ChargeFox also says its platform brings together charges operated by businesses and governments across Australia, with more than 2,200 public charging plugs listed on its network and more than 170,000 app downloads. For EV drivers, this is exactly the kind of practical improvement that matters. More charges are good, but easier access to existing charges is also good. And charges that work good as well. A charger is less useful if you cannot find it, cannot see if it's working, cannot easily start a session, or have to download yet another app in a regional town with patchy reception. So I like this development. Shell recharge coming into ChargeFox does not fix every charging issue in Australia, but it does reduce friction. And that matters. Because the future charging network should not be a maze of disconnected apps and accounts. It should be boring, reliable, and simple. Find the charger, plug it in, pay, get out of there. That is the standard EV drivers deserve. And that's a wrap for episode 55 of Plugged in Australia. I think the big theme today is that Australia's EV market is moving into a more mature phase. The federal budget is winding back some of the early tax support, especially for more expensive EVs, but is also putting money into charging infrastructure, regional access, curbside charging, and fleet electrification. Now the EV transition is not perfect and it's not happening evenly for everyone. But the direction is clear more electric models, more infrastructure, more software, and more pressure on brands and governments to make the whole thing work properly for Australian drivers. If you have any feedback, info at pluggedinastralia.com.au. As always, thank you very much for listening, and until the next time, stay plugged in and stay charged. Jividyamon