Chinese SUV brand Haval has introduced a manual version of its H2 crossover that brings its entry-level retail price below $20,000… just.

The Haval H2 MT is priced at $19,990 drive-away, which the company points out makes it the cheapest 5-star ANCAP safety rated four-cylinder turbo SUV in Australia.

The HAVAL H2 MT shares its automatic sibling’s 1.5-litre four-cylinder turbocharged petrol engine that produces 110kW and 210Nm, but with a six-speed manual gearbox sending power to the front wheels.

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Standard equipment includes cruise control, reverse parking sensors, 18-inch alloy wheels, electric parking brake, tyre pressuring monitoring, front, side and curtain airbags, push-button start, and keyless entry.

It does however lack what are generally considered staples in any new car today, such as a touchscreen and reversing camera, as well as active safety including autonomous emergency braking.

To celebrate the Haval H2 MT launch, the entire Haval range will be available with a seven-year unlimited kilometre warranty until the end of 2018.

Haval is still very much an emerging brand in Australia, but has expressed interest in introducing new generation models during in the next few years, that it believes will be more competitive than the current range, which includes the H2, H6, H8, and H9 seven-seater.

2018 Haval H2 driveaway pricing

• H2 MT Manual – $19,990
• H2 Premium Auto – $22,990
• H2 LUX Auto – $26,990

Images of the 2019 Ford Mustang Shelby GT500 at what appears to be a private viewing have surfaced after they were posted on Instagram.

The two pictures, taken from quite similar angles, were posted by a Detroit-based user named Kyle, who goes by the handle ‘sinister_lifestyle’.

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Over the three hours since they were posted, they’ve garnered thousands of likes and hundreds of comments – though Ford hasn’t publicly acknowledged the leak yet.

The car in the image appears to line up with the teased front-end Ford previewed back in March this year, while the rest of the car looks suitably ‘GT500’.

https://www.instagram.com/p/BpFj6FiAjP_/?utm_source=ig_embed&utm_medium=loading

Accompanying the teaser image from Ford was a short clip which showed some flashes of detail on the GT500. The wheels, front bumper and grille, side trim, and rear wing all seem to match up with what’s seen in the image leaked.

With these teasers, Ford Performance said, “with more than 700 horsepower (537kW) projected, the supercharged V8 Mustang Shelby GT500 will be the most powerful street-legal production Ford ever, and twice as powerful as the original 1967 Mustang performance model.”

In August, apparent leaked spec of the Mustang Shelby GT500 – posted on a Mustang forum – seemed to confirm these claims, with a data sheet showing claiming 537kW and 881Nm from a 5.2-litre supercharged (Voodoo) V8.

According to these leaked specs, it’ll redline at 7500rpm, but weigh a hefty 1916kg – more than 100kg over a Convertible GT.

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A spelling error on the sheet (‘patrol’ instead of ‘petrol’) as well as general scepticism have thrown the leaked specs into question, but Ford’s claimed ‘537kW+’ can at least be confirmed.

MOTOR has contacted Ford Australia for further details, but has received no response. Stay tuned.

After a four-year local development program Holden has finally launched its Acadia large SUV, the long-awaited replacement for the Captiva 7.

Built by Holden’s American sister brand GMC in Tennessee, the bold-looking Acadia has been extensively tested and tuned to suit Australian conditions.

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Weighing up to 2039kg for the range-topping LTZV AWD, the Acadia also bears the weight of company expectations, with Holden hoping the Acadia’s butch styling, V6 power, space and comfort will bring more Aussies through its showroom doors.

Priced from $43,490, Holden says the Acadia is the most technically advanced vehicle to ever wear a its badge, with all three variants equipped with:

• Autonomous Emergency Braking with pedestrian and bicycle detection
• Following Distance Indicator
• Automatic High Beam Assist
• Safety Seat Alert
• Forward Collision Alert with Head-Up Warning
• Lateral (side) Impact Avoidance
• Lane Keep Assist with Lane Departure Warning
• Side Blind Zone Alert with Rear Cross Traffic Alert
• Rear Parking Assist

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Each Acadia also comes with Traffic Sign Recognition (TSR) that can work with the speed limiter to automatically govern your speed based on the last speed sign you’ve passed. Holden says its engineers tested this over thousands of kilometres across Australia to ensure the system recognised the diverse range of road signs encountered from state to state, including school zones.

Each Acadia has an 8.0-inch touchscreen displaying Holden’s next generation Infotainment interface, as well as Apple CarPlay and Android Auto. All three rows also have their own 2.1-amp USB ports to keep power-hungry devices like iPads charged up..

All three rows also have enough leg room for adults, with the middle row able to slide back and forth. Other passenger conveniences include separate climate control for the second and third rows, ceiling mounted air vents, and plenty of storage options including under-floor storage and a handy drawer that pulls out of the bottom of the centre console.

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With all three rows up you get 292-litres of boot space, which expands to a capacious 1042 litres with the third-row folded down. With the 60:40 split second row folded the Acadia will hold a van-like 2102 litres of cargo.

The Acadia shares the 3.6 litre V6 petrol engine and nine-speed automatic gearbox as the ZB Commodore, but tuned down slightly to 231kW/367Nm, with driver modes to suit different driving conditions.

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Front- and all-wheel-drive is available with each of the three variants, with the latter attracting a $4000 premium. According to official lab testing the Acadia drinks 8.9 L/100km in two-wheel drive and 9.3 L/100km in all-wheel drive (combined testing) using standard unleaded fuel.

Each drivetrain provides a 2000kg braked towing capacity, and the reversing camera has a hitch view to help line the Acadia up with the trailer.

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The big SUV rides on a combination of McPherson strut front and five link independent rear suspension, which has been tuned and tested for Aussie conditions by Holden engineers around Australia and at the company’s Lang Lang proving ground in Victoria.

The Acadia’s three variants include the LT, LTZ and range-topping LTZ-V which adds adaptive dampers for a ride which Holden claims rivals the VF Holden Caprice.

2019 Holden Acadia LT features

• Cloth upholstery
• Cruise control
• Traffic Sign Recognition with Intelligent Speed Assist
• Towing package (accessory ball mount & tow ball required)
• Keyless entry and ignition
• Satellite navigation
• Tri-zone climate control
• 18-inch Alloy Wheels
• LED Daytime Running Lamps
• Side Blind Zone Alert
• Lateral Impact Avoidance
• Rear Cross Traffic Alert
• Lane Departure Warning with Lane Keep Assist
• Autonomous Emergency Braking
• Forward Collision Alert with Head-Up Warning
• Following Distance Indicator
• Rear Park Assist
• Rear View Camera with hitch view

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2019 Holden Acadia LTZ features

Priced from $53,490, the LTZ ups the comfort levels, bringing in addition to the LT:

• Leather-appointed trim
• 10-way power adjustable driver’s seat
• 8-way power adjustable front passenger seat
• Heated front seats
• Auto dimming interior mirror
• Chrome door handles
• Front fog lamps
• Rain sensing wipers
• Wireless phone charging
• Hands-free power tailgate
• Front Park Assist
• Advanced Park Assist

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2019 Holden Acadia LTZ-V Features

Spending from $63,490 on the LTZ-V brings premium-level comfort and equipment that includes:

• 10-way power adjustable front passenger seat
• Driver’s seat adjustment memory
• Ventilated front seats
• 20″ Wheels
• Dual-panel sunroof
• HID headlamps
• Adaptive Suspension
• Adaptive Cruise Control with Stop & Go
• Autonomous Emergency Braking (all-speed)
• 360-degree camera
• 8-inch colour driver information display
• 8 Speaker Bose Premium Audio with amplifier and subwoofer

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For a limited time the Acadia is available for sharp driveway pricing that sees the 2WD drive LT, LTZ and LTZ-V variants priced at $42,990, $53,990 and $63,990 with AWD costing an additional $4000.

The Holden Acadia is now available nationally.

2019 Holden Acadia retail pricing

• Acadia LT 2WD – $43,490
• Acadia LT AWD – $47,490
• Acadia LTZ 2WD – $53,490
• Acadia LTZ AWD – $57,490
• Acadia LTZ-V 2WD – $63,490
• Acadia LTZ-V AWD – $67,490

AS THE popularity of SUVs continues unabated, it is astonishing that, in a century of Australian vehicle manufacturing, Ford’s late and lamented Territory was the only one ever made here.

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Today, post shut-down, could the gap that the Ford’s demise has left in the Australian psyche, as well as in the seven-seater segment, be plugged by Holden?

Enter the Acadia – a formidably fashioned wagon starting at a razor-sharp $42,990 (LT 2WD) that’s as Aussie as the Tennessee plant where it’s assembled alongside the GMC twin (grille aside) of the same badge. For anybody unfamiliar with the nameplate’s history, it has been General Motors’ more sophisticated take on Chevrolet’s Toyota Kluger-challenging Traverse since 2007, and was completely redesigned in 2016. We’re talking light years beyond the antiquated Captiva – Holden’s last (and much littler) 5+2-seater.

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Intriguingly, our Acadia is essentially the 2020 GMC facelift (minus the still-secret sheetmetal changes), bringing Australian-unique adaptive dampers on the LTZ-V flagship, a nine-speed auto, and traffic-sign recognition tech among other goodies. So, how tasty is this Fishermans Bend-flavoured American Pie?

Though it may seem GMC truck-massive, the dimensions of the Acadia’s all-monocoque body mirror those of the Kluger, and it’s shorter than Mazda’s slinky CX-9. Aided by the upright styling and a long 2857mm wheelbase, there’s space aplenty for seven adults, on thickly padded seats. A commanding driving position, attractive dash offering clear, Commodore-esque instrumentation, gusty ventilation and a slick multimedia interface make good horse sense, though the auto lever’s manual toggle shifter is (as a Southerner might quip) piddlin’ – just like the dim-witted voice activation.

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Access to the third row is simple, there are cupholders, USB points and storage galore, and equipment levels in all three model grades (LT, LTZ, LTZ-V) are hunky dory. Beyond that, cargo capacity varies from 292 litres to 1042L as a five-seater and a handy 2102L in panel-van mode. If the Acadia’s rockin’…

It’s a pity that Holden has retained the left-hand-drive-centric middle-seat slide/fold set-up (that favours road side rather than kerb side third-row entry/egress); ours suffered minor build quality blemishes too; and road noise can be intrusive.

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Under the Acadia’s skin, meanwhile, is GM’s Epsilon II-derived C1 architecture – as per today’s Commodore – with struts up front and a five-link independent rear. And just as in ZB, there’s a 231kW, 367Nm 3.6-litre petrol V6, also fettled by Holden, driving either the front or all-four wheels.

Even in porkiest 2032kg LTZ-V guise, the result is spirited step-off performance that just keeps punching on, accompanied by a tuneful V6 in keeping with the Acadia’s butch persona. The smooth nine-speed auto feels intuitively tuned for instant oomph, while comparatively low consumption (10.0L/100km on test) highlights the bonus of cylinder de-activation and stop/start.

The positive vibes continue with the Holden’s expertly controlled, and locally tuned, handling, allowing for incongruously fast, precise and assured cornering without the slack and slop some rival SUVs exhibit.

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So it’s slightly disappointing that the steering is too light and remote in 2WD mode. Turning the (vague and slow-to-respond) drive-select knob to AWD adds heft, but it’s only in Sport that there’s sufficient weighting for enthusiastic tastes; the problem here though is that the dampers trade suppleness for a firmer, more unsettled ride. Why no pick ’n’ mix individual drive mode, GM?

Still, despite the Uncle Sam genes and sourcing, Acadia has enough Holden input to seem like the Commodore of seven seaters, just as the Territory felt like the Falcon of SUVs. That’s reason enough for disenfranchised Aussies to embrace Holden’s characterful family hauler.

MORE: Holden Acadia Range Review MORE: Holden Acadia Specs, Range & Price

Citroen is being selective with the C3 Aircross compact SUV. Only one model’s being imported and it’ll go head to head with the likes of Mazda’s CX-3 and Toyota’s C-HR. The version Citroen has selected for us is certainly well equipped, but is that enough in this cut-throat corner of the market?

WHAT IS IT

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Aircross is Citroen-speak for SUV and the C3 is its dinkiest offering, slotting in beneath the C5 Aircross flagship in a range that’s being cut back to avoid the confusing proliferation of models. It rides on the fairly ancient PF1 chassis, which was first seen on the 2002 Citroen C3, but geriatric chassis aside, there’s a lot to like here.

WHY WE’RE TESTING IT

Citroen hasn’t had a particularly distinguished history with SUVs (anyone remember the C-Crosser?) so the C3 Aircross represents a new dawn for the marque. With only one model being imported it’s still a bit of a toe in the water, but when Citroen invited us o try a car at the Paris Motor Show, we jumped at the chance.

MAIN RIVALS

Fiat 500X; Hyundai Kona; Mazda CX-3; Toyota C-HR

THE WHEELS VERDICT

Clearly much will depend on final pricing, but the C3 Aircross is a likeable and well-equipped entrant into this corner of the market. It’s never going to win any prizes for chassis dynamics, but it represents a left-field alternative to Japanese market leaders that are sold with three-year warranties. The key challenge for its importers will be publicising the fact that it even exists. If Citroen can get bums on seats, it’ll make sales.

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PLUS: Equipment; pert styling; boot space; cabin utility MINUS: Chassis feels (and is) old; so-so refinement; some typically French ergonomic quirks

THE WHEELS REVIEW

MOTORING journalists dread one sort of car in particular. It’s that car that shines during a brief liaison and which, with a bit more seat time, grates on its keeper. These cars perform well during road tests, only for buyers to then tell us we were wrong. The Citroen C3 Aircross is not such a car. In fact, it’s the opposite. Upon first acquaintance, its minor controls seem putzy, the ride and handling are nothing to write home about and it lacks the sort of quality sheen and finish you’d get from something like a Mazda CX-3. Then you hear that Citroen is planning to price it somewhere in the $30K to $35K bracket and you figure it’s dead in the water right from the get go.

That sort of money buys you a top spec Toyota C-HR Koba or a pinnacle-trim Mazda CX-3, the Akari, both rivals, like the Citroen, driving the front wheels only. That’s quite some company to be rubbing up against. Citroen is nothing if not realistic about the C3 Aircross’ sales prospects, accepting that it’ll be a minority player here in Australia, but the longer you spend with the car, the more you appreciate some of its less obvious qualities.

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Riding on the same 2640mm wheelbase as the Opel Crossland X, the Pierre Authier-styled Aircross is powered by an 81kW/230Nm 1.2-litre turbo three-pot engine, mated to a six-speed Aisin torque-converter automatic gearbox. Rest easy those of you who are still having waking nightmares about those old Citroen robotised manual boxes. In fact, the engine and gearbox combination are very well matched, offering decent flexibility and reasonable shift logic. The shift action follows a weirdly convoluted gate and it’s all too easy to end up with the car in ‘manual’ mode instead of Drive. A straight back and forth shifter would be far preferable.

Start flinging the dinky C3 Aircross at a few corners and it’s certainly game, clinging on fairly well at the front, albeit with a fairly keen ESC calibration. Unfortunately, there’s a fairly firm primary ride which can manifest in an unsettled, agitated feel on poor surfaces. Citroen claims to have increased the roll stiffness on this car versus the C3, but it’s still fairly lax. If you were expecting a French car that floated along on springs softer than a feather bed, you’ll be disappointed and that’s a little odd for a company that’s trying to reassert its credentials in ride comfort. Still, it’s no worse than a Fiat 500X – better in fact – but in accepting this sort of implacability of spring rates, you’d expect something that can scuttle through bends like a C-HR or a CX-3. Not so.

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The C3 Aircross wins back credit with its clever interior. Unlike European models, the Australian car will miss out on the sliding rear bench, the seat instead being fixed at its further forward position, so both variants get an identical 410 litres of boot space. That’s a clear 60 litres more than a CX-3 and 33 more than a C-HR and what’s more the Citroen offers more rear legroom than either of these rivals. It also features a flat folding front seat which means that you can slot items up to 2.40m long inside. Couple that with the most headroom in its class and up to 1289 litres of luggage space with the rear seats folded flat and you have a small SUV that punches above its weight on utility.

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It’s also packed with equipment. Citroen saw no benefit in trying to sell a stripper-spec version of the Aircross, so have thrown virtually every bit of kit possible at it. Wireless phone charging, Apple CarPlay and Android Auto, a seven-inch touchscreen, a head-up display, sat nav, speed limit recognition, a top-vision 180-degree camera, keyless entry and start, 17-inch diamond cut alloy wheels, a contrast roof, LED daytime running lights and cruise control with speed limiter all come as standard. That’s on top of safety kit like AEB, stability control, forward collision alert, automatic high-beam assist, blind spot monitoring, lane departure warning, front and rear parking sensors and city park assist. The resolution of the cameras is pretty average but that aside, grumbling seems churlish.

The materials inside feel tough, but there is a fair amount of hard plastics used. In other cars that might feel a little downmarket, but this is a Citroen utility vehicle. You expect it to feel a bit ruggedised. The dash architecture is fairly conventional albeit with some appealing splashes of colours and funky shapes to the vents and clocks. The off-road exterior affectations such as the elevated ride height, wing extenders and front and rear bash plates are more cosmetic than functional as you’d never take this front-driver off road, but if they’ll let you accidentally bump over a kerb or a parking bay marker without crunching more expensive body panels then why not?

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The Spanish-built C3 Aircross emerges as something unexpectedly charming. It’s easy to live with, is more practical than any of its rivals, comes with a five-year unlimited kilometre warranty and your neighbour probably won’t have one. Citroen is still working out exactly what colour and upholstery it will select for the Aussie market, but if that price tag can come in closer to $30K than $35K the C3 Aircross will definitely be worth a place on your shortlist. There may be other compact SUVs that can carve a cleaner corner than the cute Citroen, but if you prefer stacks of equipment and a certain cheeky charm, the Aircross is worth a look. Just make sure you strong arm your dealer into a longer test drive. A weekend ought to do.

SPECS

Model: Citroen C3 Aircross Engine: 1199cc inline 3cyl, 12v, dohc, turbo Max power: 81kW @ 5500rpm Max torque: 230Nm @ 1500rpm Transmission: 6-speed automatic Weight: 1159kg 0-100km/h: 10.9 sec Economy: 4.8L/100km (combined) Price: $30-35K (to be announced) On sale: Q1 2019

The future of the ZB Commodore is unclear, with the company’s new chairman and managing director Dave Buttner not ruling the divisive flagship passenger car in or out of its portfolio plans despite expressing his support for the car.

Speaking shortly before it was revealed he had ordered a temporary cessation of Commodore production in Germany to clear a stockpile of unsold cars, Buttner said he believed the ZB Commodore is “probably the best Commodore that we’ve ever sold in this country from a specification point of view and styling”.

However, he said it was too early to confirm whether or not it was part of Holden’s future plans, saying only it remains a “huge focus” as the company looks ahead to its future portfolio.

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“We’ve started that work and of course part of that discussion will be a portfolio that meets the needs of the Australian consumer info the future,” he added.

“I certainly don’t want to go writing off anything. Discounting any product, it’s just too early to do that.”

Buttner said he understood why the ZB Commodore hasn’t enjoyed the love of its Aussie-built predecessors, but felt people still in the market for a large sedan were coming around to what it had to offer in terms of quality and value.

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“I think 30 percent of the buyers were V8 buyers and they will be the ones that will find it the hardest to move on,” he said, adding the ZB Commodore’s sales slowdown also had to be put in context with the rise in SUV sales at the expense of the large passenger car segment.

Australian sales aside, the Commodore’s future is also at the mercy of Holden’s relationship and obligations to Peugeot and Citroen parent company Groupe PSA, which took over Commodore and Astra production when it acquired Opel from GM in February 2017.

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More Holden Commodore news

That arrangement has been subject to tight secrecy, with Buttner becoming the latest Holden executive to remain tight lipped over certain aspects including how long Opel is contracted to build Commodore, or if it and the Insignia on which it’s based, has a future beyond the current model.

If the cars seen on the road from day to day are any indication, there aren’t too many Mini Cooper S Convertibles getting around. And that isn’t necessarily a surprise.

Having driven the updated Cooper S Convertible for a week immediately after having done the same in a three-door Cooper S hatch, there are only two clear reasons to take the drop-top over the hatch.

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The first is that you really like having the wind in your hair, and putting the windows down isn’t enough. The second is to have a really good listen to the Cooper S’s frankly delightful turbo flutter.

While the interior has the same premium feel and the exterior isn’t too far removed (if you spec it correctly, all black works well), aside from a somewhat tacky ‘silver chrome’ strip around the join between body and soft-top, the convertible doesn’t feel as well-put-together as the hatch.

It makes small but regular noticeable plastic ‘creaking’ noises as the roof components settle and shift against each other when closed, even on a straight highway.

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You’ve still got the same excellent 141kW/300Nm turbo four and a smooth seven-speed dual-clutch keeping the revs exactly where you want them, but the convertible’s chassis feels noticeably less composed and can’t keep up with hard driving like its roofed counterpart.

Thanks to an additional 100kg over the three-door hatch the Convertible also loses four tenths in the race to 100km/h, the topless 1295kg variant taking 7.1 seconds.

Due to that extra weight and lower body rigidity, it becomes harder to trust the car through sharp bends as its movements are less predictable.

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The Cooper S Convertible redeems itself on a nice day with the roof down, driving through scenic countryside or gently winding mountain roads. If not pushed too hard, the Cooper S Convertible is just enough fun to warrant the lack of roof, in part thanks to that playful soundtrack.

When you consider its $47,900 asking price – $5200 more than if it had a roof – it’s not an enormous jump. However, it is closing in on $50,000, and that kind of money gives you a lot of options for much more capable hatches.

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You’d buy the Convertible Cooper S only if you really can’t stomach having a solid roof. Otherwise, it might even be worth saving an extra $10K and opting for the JCW Convertible.

2018 MINI COOPER S CONVERTIBLE SPECS Engine: 1998cc inline-4, DOHC, 16v, turbo Power: 141kW @ 5000-6000rpm Torque: 300Nm @ 1250rpm 0-100km/h: 7.1sec (claimed) Weight: 1295kg Price: $47,900

It’s hard to be upset at the outcome of this year’s Bathurst 1000. One of Australia’s most popular and successful racers, Craig Lowndes, wins his final stint at The Mountain as a full-time driver.

It’s hard to be upset, we expect, unless you’re part of Erebus Penrite Racing… especially if you’re David Reynolds.

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After starting on pole and leading for most of the race, Reynolds started suffering cramps which have remained pretty much unexplained to the public.

In a short interview with former racer and pit lane commentator Mark Larkham, Reynolds tells us everything that led up to and culminated in Lowndes passing him, and his eventual retirement from the race before co-driver Luke Youlden took the car to a 13th place finish.

If you don’t have time to watch the full 15 minute video – which you should try to do, as it features input from Erebus Team Principle Barry Ryan and Head Engineer Alistair McVean – here are some highlight quotes from Reynolds which sum up the overall situation.

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“My first sign that this was going to be a tough old day was about 10 laps in,” Reynolds says.

“Things become a bit more blurry, you get a bit of tunnel vision… you lose a bit of focus on your job, like ‘what am I actually doing?’ You’re kind of just on autopilot.

“During the race I asked for a [windscreen] tear-off… they did it at one point but my vision didn’t get any better.”

Larko asks Reynolds why he thinks this all happened, and Reynolds put it down to poor preparation.

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“What I think happened is I was extra tired that week. I had bugger-all sleep on Friday night and Saturday night so I’m not really rested going into the race.

“It makes everything a lot more challenging to do… and you use a lot more energy to do your normal job.

“Eventually you become dehydrated because you’re using so much more energy just to keep going.”

While that’s the crux of what happened, there’s a lot more to it than just that, so watch the video for the full story from Reynold’s point of view.

THE second-highest ranking politician in the country has backed calls for a review of advertising standards for the automotive industry.

Michael McCormack, the Deputy Prime Minister and Minister for Infrastructure Transport and Regional Development, has promised to seek advice from the Federal Chamber of Automotive Industries (FCAI) about a possible review of the current code according to the Sydney Morning Herald.

The FCAI Voluntary Code of Practice for Motor Vehicle Advertising was last reviewed in 2013, after being introduced in 2002, and provides guidance to members (car manufacturers) on what images, themes, and messages they can portray in advertising.

The Deputy PM has promised to seek advice about plans to review the code from the FCAI.

His response was prompted by a letter from Harold Scruby, the chief executive of the Pedestrian Council of Australia, in relation to a BMW i3 ad which was ultimately banned.

Mr Scruby has called for the Advertising Standards Bureau to be given new powers which would allow it to withdraw ads that breach the code immediately, calling current enforcement methods “a farce” because penalties were not given for breaches.

“There has to be penalties. Advertisers should apologise and [be forced] to run road safety advertisements,” Mr Scruby said, according to the SMH.

“Road traumas cost Australia $30 billion a year and they are promoting speed and dangerous driving, and having a serious influence on young drivers.”

McCormack hasn’t indicated whether or not he’ll toughen or soften the regulations, but in his response to Scruby stated it was “concerning to see acceleration figures are directly promoted in vehicle advertisement, including the BMW advertisements which was the subject of your complaint”.

The FCAI’s voluntary code states car ads should not “depict, encourage or condone dangerous, illegal, aggressive or reckless driving”.

The regulations ban depictions of driving that breach federal or state laws where the ad is shown, regardless of where the ad is filmed or location depicted.

New month, new mag. This one’s packed with a broad range of fast cars from all over the world, and from the past, present, and even future.

You can find our gorgeous mags at retailers around Australia. Or you can subscribe and save yourself some cash, there’s even a digital subscription.

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Enjoy!

2019 Lamborghini Aventador SVJ review Full noise in Lamborghini’s road racer – and the current holder of the Nürburgring production car lap record.

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2019 Chevrolet Corvette ZR1 review We head to the land of the free to fang The General’s supercharged V8 track toy. 563kW, anyone?

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2019 Porsche 992 911 Carrera S prototype driven We score exclusive pre-launch access to the driver’s seat of the next 911. Can Porsche continue to improve on perfection?

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Celebrating 30 Years of STI Knockout punch, rally pedigree, and an epic sound. It’s time to champion Subaru’s go-fast arm with three of its best: Legacy RS RA; WRX 22B STI; Impreza WRX STI Type R.

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2019 Toyota Supra prototype driven The turbo-six, rear-drive Supra proves the theory that good things come to those who wait – and wait we have.

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2018 Porsche Panamera Turbo Sport Turismo vs Mercedes-AMG S63 L High-tech V8s and supercars speeds will have you wanting to kick the chauffer out of the driver’s seat in either of these lunatic limos.

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Interview with Larry Holt: Mr Ford GT Larry Holt heads part of a billion-dollar business, runs the Ford GT program, and remains just a little bit crazy.

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2018 Lotus Evora GT430 track review Stripped out and dripping with carbon, the Evora GT430 is the ultimate Lotus road racer.

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Long term updates: Honda Civic Type R and Hyundai i30 N Our PCOTY/BFYB silverware-holder takes to the track under Editor DC, with fun following closely. Also, Associate Ed. Scott dives into how a certain former BMW M boss’ influence shows in the Namyang hot hatch.

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News, opinions, and regular features

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All the usual fun stuff sticks around, including the silly stuff we want to spend money on, the numbers behind every fast or fun car on sale, Morley’s rant, Tim Keen’s tongue-in-cheek musings, and our breakdown of everything happening in the world of fast cars right now.

Head out and pick up a copy, or subscribe and save some dosh!