There is all sorts of fantastic content buried on YouTube, and we came across this gem from the Supercars round at Sydney Motorsport Park earlier this year.

Victory in the second race of the weekend meant Jamie Whincup joined Craig Lowndes as only the second driver to win more than 100 championship races.

His last two laps are awesome to watch, driving of the highest calibre, but it’s after the chequered flag falls that the real action begins, Whincup shredding the rear tyres off his Triple Eight Commodore.

It also raises a question. As the most successful driver in the history of the sport with six titles, why isn’t Whincup’s name mentioned more often among the likes of Lowndes, Johnson, Brock and Moffat?

If the latest F80-series BMW M3 was an animal, it would definitely be a cat.

Now that could be a reference to its great agility, quick reflexes or the purr of its straight-six engine, but really it just hates water. More than two years on, memories of the Australian launch, which somewhat unusually took place at New Zealand’s Hampton Downs racetrack, still induce sweaty palms.

Our initial laps took place on a sodden circuit and, to be blunt, in these conditions the new M3 was absolutely hopeless. Much was made at the time of the new 3.0-litre twin-turbo six’s impressive 550Nm of torque, but as soon as it arrived the rear tyres would break into wheelspin, even in fourth gear, creating sudden snaps of oversteer that had the electronic stability control working harder than the Liberal Party’s post-election PR machine merely to keep the car in a straight line.

The answer to that question came during that year’s Performance Car of the Year. Languishing all the way down in seventh place between an Audi RS7 and Subaru WRX STI, the M4 (the M3’s two-door twin) was incredibly fast, but also very tricky to drive.

Words like “spooky”, “snappy” and “not what you’ve come to expect of the M brand” were bandied about – it never felt on your side. And it sounded weird, the 3.0-litre twin-turbo six’s exhaust note artificially ‘enhanced’ by the cabin speakers.

Now, however, BMW has channelled its inner Christopher Pyne and claims it’s “fixed it”. Well, actually, it claims no such thing, but the new M3 Competition introduces a number of alterations to the suspension, differential and rolling stock that will, hopefully, improve the F80’s behaviour when driven hard.

So what does the Competition upgrades consist of? Most of the changes are hidden beneath the skin, however a ‘Comp’ can be identified by plenty of black accenting (badging, tailpipes, windows surrounds, grille, etc) and, most obviously, the new ‘666 M’ rims. The design is shared with BMW’s M4 GTS, but whereas the ultra-exclusive road racer uses staggered sizes (19s front; 20s rear) the Comp wears 20s all round.

Wheel widths are the same as the standard car, but each tyre is now 10mm wider, the Michelin Pilot Super Sports now measuring 265/30 ZR20 front and 285/30 ZR20 rear for a serious footprint; the M3 Comp’s front tyres are as wide as a Mercedes-AMG C63’s rears!

Inside, it’s more or less standard, bar the red, white and blue M stitching on the seat belts and the lightweight bucket seats which lose adjustable lumbar support, primarily because large chunks of the seat backs have been cut away. Both seat and steering column are widely adjustable, which makes finding the perfect driving position easy.

The thick-rimmed wheel is a little chunky, but the classic analogue dials are super clear and much preferable to BMW’s new-fangled digital instruments in the X6 and 7 Series. One unusual feature of this particular car is a third pedal in the footwell. Manual gearbox take-up is only around two per cent in the latest M3 and M4 and whether or not it’s the gearbox of choice is a difficult question to answer.

This brings the total to an impressive 331kW, though it would take a back-to-back drive with a standard car to notice the extra grunt, particularly as it’s the 550Nm of torque, spread from 1850-5500rpm, that is the dominant engine characteristic.

Our suspicion, as with all these new-generation turbo M cars, is that the M3 is producing significantly more than its claimed outputs, a hunch supported by various overseas outlets having strapped M3s to dynos and discovering they produce between 300-310kW at the wheels.

Despite the addition of the M sports exhaust, it’s still not the most charismatic engine around; the optional titanium M Performance unit adds a healthy dose of E46-style rasp as well as some welcome overrun fireworks, but then it is an extra $9350.

It is, however, a staggeringly fast car, with an enormous breadth of power and a willingness to rev that belies its force-fed nature. There is a degree of hesitation at low revs, which the DCT seems to mask better than the manual for some reason, but then every single Newton metre feels like it arrives at once and it’s a wild ride on a tidal wave of torque all the way to the 7500rpm redline.

It’s this sudden surge, and the way the chassis handles it, that causes such problems in the standard car. The power arrives, the wheels spin and the rear jinks in a sudden, abrupt fashion that robs confidence, a trait that’s particularly evident on cold tyres. With warm rubber, traction is much stronger, but you’re never quite sure what the car is going to do next; you don’t know if it will grip and go or keep sliding – and that’s not a nice feeling.

Unfortunately, when it comes to the specific changes of the Competition setup, BMW is a bit vague. The press material refers to “enhanced” this and “reconfigured” that, but with little in the way of concrete information. What we have gleaned is that spring rates are 15 per cent stiffer, while the Adaptive M dampers are also stiffer, the Comp’s Comfort mode being roughly comparable to the standard car’s Sport.

There are also new anti-roll bars and revised settings for the electronically-controlled limitedslip differential and DSC stability control, the latter sadly a retrograde step. Whereas before the DSC’s ‘M dynamic’ mode would allow a reasonable level of slip before intervening – BMW claimed it would even let you spin the car – it now restricts power at the first hint of wheelspin.

Thankfully, the M1 and M2 buttons on the steering wheel, which allow you to save your favourite combination of settings, make switching between the two modes a breeze. Personally, M1 is engine in Sport, DSC in M dynamic and the dampers and steering in Comfort for everyday use, while M2 is engine in Sport Plus, DSC off, dampers in Sport for a little extra body control but retaining Comfort steering.

It’s unclear why the Sport and Sport Plus steering modes exist as they require plenty of extra effort for no discernible reward, but some may prefer the heavier weighting.

The good news is that either I’ve become a much better driver in recent times or the Comp changes have indeed tamed some of the M3’s excesses. It feels more controlled, less affected by bumps and lumps in the road, and also easier to control. The transition to oversteer – it’s always oversteer with this car, the front end is more or less nailed to the ground at road speeds – is smoother and a little easier to read.

Equally impressive is the M3’s ride. It’s firm, but compliant enough in Comfort that you’re aware of bumps without being assaulted by them. It’s even tolerable in Sport, though Sport Plus should be saved for the smoothest racetracks.

LIKED: Awesomely capable, now more friendly DISLIKED: Engine still lacks a little mojo

SPECSBODY: 4-door, 5-seat sedan DRIVE: rear-wheel ENGINE: 2979cc inline-6, DOHC, 24v, twin-turbo BORE/STROKE: 84.0 x 89.6mm COMPRESSION: 10.2:1 POWER: 331kW @ 7000rpm TORQUE: 550Nm @ 1850-5500rpm POWER/WEIGHT: 218kW/tonne TRANSMISSION: 6-speed manual WEIGHT: 1535kg SUSPENSION (F): struts, coil springs, adaptive dampers, anti roll-bar SUSPENSION (R): multi-links, coil springs, adaptive dampers, anti-roll bar L/W/H 4671/1877/1431mm WHEELBASE: 2812mm TRACKS: 1579/1604mm (f/r) STEERING: electrically-assisted rack-and-pinion BRAKES (F): 380mm ventilated/drilled discs, 4-piston calipers BRAKES (R): 370mm ventilated/drilled discs, 2-piston calipers WHEELS: 20 x 9.0-inch (f); 20 x 10.0-inch (r) TYRE SIZES: 265/30 R20 (f); 285/30 R20 (r) TYRE: Michelin Pilot Super Sport PRICE: $144,900

Subaru has gone back the drawing board for its next-gen Impreza, changing nearly everything to give its small car a fighting chance in the most competitive segment in Australia.

WHAT IS IT? The latest iteration of the Subaru Impreza, which not only promises massive improvements in design, dynamics, comfort and safety but also debuts the Japanese company’s all-new SGP modular platform.

It’s set to land in Australia in the latter half of December this year, with a model range encompassing at least three variants and with sedan and hatch bodystyles. Pricing and precise specifications have yet to be announced, but expect those details to surface in the coming months.

What we do know is that all models will be only be available with a single engine – a naturally-aspirated and direct-injected 2.0-litre flat four with 115kW and 196Nm – and a CVT automatic. Subaru Australia will also equip mid- and high-grade models with the company’s camera-based EyeSight active safety suite as standard.

WHY ARE WE TESTING IT? The humble Impreza has struggled for market relevance in its current form, with underwhelming mechanicals and soggy handling staining what is otherwise a roomy and dependable small car.

MAIN RIVALS Hyundai i30, Honda Civic, Mazda3, Volkswagen Golf, Toyota Corolla, Renault Megane, Peugeot 308, Kia Cerato, Ford Focus

THE WHEELS VERDICT Classy and composed, the Impreza has turned over a new leaf. It’s still nothing to write home about when it comes to power and torque, but driving it reveals a chassis that is better resolved and more agile than before.

Add to that an interior that’s no longer wanting for visual appeal and the Impreza should have plenty more showroom pull when it arrives here at the end of the year.

PLUS: Polished and refined interior, improved handling, appealing design, active safety gear MINUS: Average straight-line performance, dull steering

THE WHEELS REVIEW “It’s just a phase”.

That’s what optimistic parents say when their offspring start listening to Norwegian death metal and dressing in dark colours.

“They’ll grow out of it soon”.

Subaru’s Impreza has been through “a phase” of its own, but one that’s been a little less dramatic and rebellious than the average Nordic-metal-loving teen. In fact, it’s been the polar opposite.

The Impreza, long associated with gravel-spraying Scandinavian flicks and WRC trophies, decided to pop a Valium and mellow out in 2007 when the GH-generation model arrived on the scene. Compared to the car that preceded it, the GH was a coma-inducing small car that ditched the rally-bred design of its predecessor for more sedate sheetmetal and a practical – but dull – hatchback silhouette.

The formula was corrected slightly when a sedan bodystyle was added – which saw the eventual return of wildly flared fenders on a Subie sedan and a suitably oversized wing for the STi – but for the following generation the WRX and WRX STi were shunted onto a different track and divorced from the Impreza range entirely.

The Impreza was back to being atmo-only, and very dull. It was more practical and roomier than ever before, but a passionless, middle-of-the-road offering when compared against small-car segment rivals like the Mazda3 and Volkswagen Golf.

But now there’s a new Impreza heading for Australia. It’ll go on sale in late December but we’ve already driven it in its homeland of Japan, and the first taste is a promising one.

First things first: Subaru has addressed the design. The completely-new Impreza won’t put your eyes to sleep, and some complimentary links can be made between the new Impreza’s design and that of Volvo’s handsome V40.

There’s no bonnet scoop feeding a top-mounted intercooler on this one yet – nor is there likely to be, given the WRX and WRX STI have been divorced from the Impreza model line and Subaru’s 1.6 litre turbo won’t fit in the new Impreza’s chassis – but other Subaru hallmarks like pronounced fenders and a be-winged grille are there.

An extensive glasshouse also remains, though the daylight opening (a design term meaning “the see-through bits”) has been reshaped to enhance the impression of a lower and longer roof. It’s not just an optical illusion though, for the new Impreza measures 10mm lower (and 35mm wider) than the model currently on sale.

The visual transformation continues inside.

The 2017 Impreza’s cabin loses the cold and clinical appearance of the current model and trades it for a look that’s got a little more aesthetic flair. The execution is greatly improved too, with switchgear that looks and feels premium, a leather gaiter around the transmission selector, stitched leather dash surfaces and a flush-mounted infotainment system.

The part-leather, part-cloth upholstery on mid and high-grade models looks and feels good too, with a supportive seat base – something that’s not always present in modern Subarus. There’s 29mm more shoulder room too, as well as 20mm more space between the front seats.

In the back, the Impreza boasts 29mm more rear seat legroom, and the boot aperture has been widened by 100mm to help you insert your load.

All models receive an 8-inch colour touchscreen display with Android Auto and Apple Carplay standard across the range, with integrated sat-nav on the high grade variants. Mid- and high-grade models also score the third generation of Subaru’s EyeSight active safety suite, which brings active cruise control, lane keep assist and autonomous emergency braking.

There’s more high-strength steel too, as well as gussets to provide more strength in areas like the junction between the front suspension towers, firewall and A-pillar.

The result is a car that’s substantially more rigid than before, with a 50 percent reduction in body vibrations. It exhibits substantially less roll thanks to a rear swaybar that’s bolted directly to the chassis rather than the suspension subframe – something that’s more time-intensive and thus costly to manufacture, but Subaru says the payoff is better body control without having to resort to mega-thick swaybars.

It’s got a 5mm lower centre of gravity too, and on the twisting circuit we drove on at the car’s Japanese launch it displayed surprising stability and agility on fast direction changes.

The new Impreza’s steering is accurate and well-weighted, though a touch dead when it comes to feel and feedback. But that could be because the glass-smooth surface of our test circuit was designed for pushbikes, not for pushing small hatchbacks to their limit. An absence of surface imperfections makes that aspect of the drive difficult to assess.

However it wasn’t hard to note a profound difference in grip levels between the 17-inch wheels of the mid-grade Impreza and the 18-inch alloys of its high-grade sibling. The 205-section Bridgestone Turanzas of the former gave up grip much earlier that the 225-section Yokohamas of the latter, and revealed the Impreza’s preference for on-limit understeer.

Australia-bound cars will only be equipped with a CVT automatic, however Subaru promises it’s a more refined unit than the one currently in use.

At low speed, that claim holds true. Work the engine harder, and there’s some faint CVT chain whine from beyond the firewall. Annoying, but at least the CVT behaves like a conventional automatic and rises through pre-defined stepped ratios when you floor the accelerator. Steering wheel-mounted paddles enable some level of manual control too, should you require it.

It’s a shame there’s no manual and it’s a shame there’s no higher-output powertrain available for high-spec models in the Impreza range – like there is for the i30, Mazda3 and Civic.

That said, the rest of the Impreza experience has been dramatically changed, and for the better. It looks like the Impreza grew out of its “phase” after all.

SPECS Model: Subaru Impreza Engine: 1995cc in-line 4-cyl, dohc, 16v Max power: 115kW at 6000rpm Max torque: 196Nm at 4000rpm Transmission: CVT Kerb weight: TBD 0-100km/h: TBD Fuel economy: TBD Price: TBD On sale: December, 2016

It’ll launch locally in the third week of December, but we travelled to Subaru’s Japanese homeland to get a sneak peek. Our first experience of the new Subaru Impreza suggests that Subaru has a bona-fide winner on its hands.

TELL ME ABOUT THIS CAR

This is Subaru’s all-new small car offering, and the first of a new breed of Subarus. The 2017 Impreza is the first car in the Japanese automaker’s line-up to be built on its Subaru Global Platform architecture, which will eventually underpin all Subaru models in the near future.

Prices and specifications for Australian-delivered models have yet to be announced, but the range is expected to encompass three spec grades. Just one engine will be offered – a 2.0-litre naturally-aspirated petrol flat four – and all models will be equipped with a CVT automatic as well as Subaru’s trademark all-wheel drive system.

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STRENGTHS

• Bigger inside: the new Impreza is slightly wider than its predecessor and enjoys a 29mm increase in front shoulder room as a result. The gap between front seat occupants also grows by 20mm – reducing the likelihood of awkward elbow contact between frontseaters.Those in the back seat will also appreciate the 29mm of extra leg room on offer, which gives the new Impreza one of the most spacious back seats in its segment.
• Practicality: Subaru has made the hatch opening 100mm wider to make it easier to load wide cargo, and boot space rises by five litres to 345 litres with the rear seats up.
• Refinement: noise and vibration suppression have all been addressed, with Subaru going to great lengths to give the 2017 Impreza a high-end ambience inside. The gearbox is redesigned to reduce chain noise (a hallmark of Subaru CVTs), build quality is rock-solid and the engine is surprisingly quiet for a flat four.

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• Handling: one of the benefits of Subaru’s new platform is its rigidity, which allows the suspension to work better at containing body movements. A revised rear sway bar mount also helps dial out body roll, and the new Impreza corners flatter with better body control than before. It still preferences understeer, but it’s a far more composed car now.
• Dramatically improved design: say what you will about the old Impreza, but its replacement is a genuinely handsome thing – both inside and out. The interior gets a more appealing design and premium materials, and the presentation isn’t too far from that of a Mazda3.
• Safety equipment: Subaru will make its EyeSight active safety suite standard on mid- and high-grade Imprezas for the first time, bringing active cruise control, pedestrian detection, blind spot monitoring, lane departure warning and autonomous emergency braking.
• Great view through the front glass: with less intrusive wing mirrors and an expansive view through the windshield and front door glass, Impreza drivers will have an excellent view of the road ahead.

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WEAKNESSES

• Torque shortfall: having a CVT automatic helps compensate for this somewhat, but with just 115kW of power and 196Nm of torque there are still occasions where the Impreza’s lack of oomph is very much apparent. When faced with a steep hill, the Impreza takes its time to accelerate, and if you need to overtake at highway speeds you may want to ensure you have a long stretch of clear road ahead of you before you do.
• No rear air vents: unlike competitors like the Volkswagen Golf, you can’t get rear-seat air vents in the new Impreza. Not such a great concern if you live in cooler climates, but in the heat of an Australian summer your backseaters may wish they had a vent or two to direct cold air toward their faces.
• Transmission noise under hard acceleration: Subaru may have tweaked the Impreza’s CVT for smoother, quieter running, but ask the engine to work in the upper reaches of its rev range and it starts to whine. It doesn’t affect how it drives, but it can be annoying after a while.
• No great fuel consumption advantage: Subaru isn’t stating official fuel economy numbers just yet, but admits the new Impreza burns roughly the same amount of fuel as the model it replaces during standardised testing.

Small hatches and sedans are plentiful in the Australian market, and while the new Impreza is a dramatic improvement over the old one there are more than a few rivals that are up to the same standard – or better.

These include cars like the Mazda3, Peugeot 308, Honda Civic and Volkswagen Golf. Hyundai’s next-generation i30 will arrive not too long after the Impreza, and is also a vastly-improved product.

What is an extended warranty?

An extended vehicle warranty provides protection beyond the life of the basic manufacturer or dealer warranty.

What basic warranties do cars come with?

• New cars must be dealer guaranteed for a minimum of 12-months from the date of sale or 20,000km, whichever comes first, though most cars come with manufacturer warranties ranging between three and seven years. Some manufacturer warranties have unlimited kilometres.
• New car warranties are usually transferable across to the new owner if the car is sold within the warranty period.
• Used passenger cars come with a statutory warranty that lasts up to three months or less depending on the age or mileage of the car and which state it is purchased in. Older cars, usually more than 10 years old, do not require a warranty but require a roadworthy.
• Warranties basically cover the car and accessories fitted on behalf of the manufacturer at the time of sale should they fail or wear out before time, but there are exemptions such as the car stereo, seat upholstery and paintwork
• Warranties do not include general wear and tear or third party parts and accessories such as oil filters, batteries and car tyres. They don’t cover car servicing or damage caused by an accident or misuse and some modifications may void the warranty.

Where to purchase an extended warranty

Both new and used car dealers will want to sell you an extended warranty as an additional cost on top of the car price or as part of loan repayments.

Some dealers offer free extended warranties as a sale incentive; however these often come with extra conditions attached.

It’s also possible to get independent extended warranty coverage via insurance companies which also offer extras such as free towing and roadside assist.

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What to check if purchasing an extended warranty

• Make sure you’re not paying for any protections you’re already entitled to under basic warranties.
• Find out what is covered and what isn’t so you’re absolutely clear.
• Get all terms and conditions in writing.
• An extended warranty is not compulsory so don’t feel pressured to purchase a policy and take your time to decide.
• You don’t have to purchase the extended warranty at the point of sale so shop around
• Look out for any conditions surrounding the validity of the warranty, such as having to use branded parts and accessories, particular motor mechanics or unreasonable service costs and intervals.
• Make sure the terms of the warranty allow for your car’s service book to be stamped by any mechanic who services the car.
• Are there excess fees or limits to how often you can claim on the warranty?
• Work out how much it will cost you in the long term.
• Some finance companies may require you to purchase the extended warranty as a condition of the loan. You may end up paying more for your car than it is really worth and you will be paying interest on the warranty. You may also end up paying for the warranty after it expires. This goes for other items car dealers try selling such as paint protection or tyre and rim insurance.
• If you buy a new vehicle covered by a manufacturer or statutory warranty you should get a qualified mechanic independent of the seller to do a full inspection before you purchase the car or before the warranty runs out.

Ken Block has released the latest in his insanely-popular Gymkhana series of videos, but it could’ve looked very different.

Instead of tearing up the streets of Buffalo, New York, Block’s production company initially had its sights set on Sydney due to a tie-up with the latest Forza Horizon 3 video game, which is set in Australia.

Unfortunately, Hoonigan Racing didn’t anticipate the Australian nanny state. Hoonigan’s Matt Tuccillo told US website Jalopnik that NSW police “started to make things difficult with the permitting process” and that any footage filmed on public streets would have to comply with Australian road rules and speed limits.

Obviously, shooting a production the size of a Gykmhana video in somewhere like Sydney’s central business district is fraught with logistical challenges, but Tuccillo’s implication seems to be that NSW police certainly made things harder than they needed to be.

In the end, Hoonigan pulled the pin and Australia’s fun-loving, carefree reputation takes another hit.

A Victorian state politician has called for an inquiry into speed limits in the state, calling on limits on the Hume Highway to be lifted to 130km/h in some places.

Liberal MP for Benambra, Bill Tilley, says it is time for an inquiry into raising speed limits on certain highways in Victoria, in particular a shift from 110km/h to 130km/h on the Hume Highway, and 100km/h to 110km/h on the Princes Highway between Geelong and Melbourne.

“What I am doing is challenging our statutory bodies, our road-safety experts, and everybody, to challenge themselves,” Mr Tilley told Wheels.

“We see in parts of western society and Europe that you can travel safely at 130km/h during good conditions and down to 110km/h in wet conditions. And certainly their roads aren’t necessarily any better than what we have got here – particularly the Hume highway I am advocating.

“We have some differences with wildlife and that sort of thing, but these are challenges we can minimise.”

The Liberal MP says it is time there was an inquiry into speed limits in the state, and says there are larger contributing factors to road trauma.

“For decades now we have simply been sticking to the default position and saying ‘speed kills’. Now I know as a member of the police, and working for a short time with the highway patrol, it is not always just speed that is the major contributing factor to fatalities and injury, both serious and minor,” he added.

“I have firsthand experience in fatalities, and they are tragic, they always will be, but that is not to say we shouldn’t challenge ourselves, particularly when road safety agencies are demanding and wanting taxpayers money to put in good infrastructure.”

The member for Benambra says with cars being safer than ever, now is the time to have a serious discussion about speed on major highways.

“We have a whole lot of bureaucrats that spend a lot of time overseas going to conferences and those sorts of things, and having conversations about road safety.

“Well, it is about time that you don’t just continue to crawl under a rock, and challenge ourselves to see if we can come up with a good public policy, using the good resources of the taxpayer that can both economically and safely ensure that our motoring public can travel safely between point A and point B.

“I know no inquiry has ever been done specifically on speed. I know there is plenty of research, and there is plenty more research that needs to be done, and that the old adage that speed kills needs to be challenged.”

“We are in a nanny state where the emphasis is you set your cruise control below the posted speed limit on these roads to avoid being intercepted by hard working police men and women under a policy where you are fined for travelling just a couple of km/h over the speed limit,” he added.

“It is quite often that it is not deliberate, perhaps it is just opportunistic or by accident, but certainly a couple of kilometres over the speed limit is not going to see our road toll significantly increase.”

Tilley stresses he is not being reckless with his recommendation, and is attempting to push a common sense approach, admitting that in some instances an inquiry might recommend lowering speed limits in certain sections.

“I take road safety very seriously,” he said. “I was a serving member of the Victorian Police, and I was on the Hume Highway Patrol, spending many, many hours out there. But the thing is we have to strive to continue to do better.

“I hate, hate, seeing trauma on our roads, but in this day and age, with improvements in engineering and what not, we deserve better.”

“I can’t do this on my own, I am a member of the Liberal party, and it is not the Liberal or Coalition position in Victoria [to raise speed limits],” he admits.

“But certainly I am not a fence-sitter, and I know I can’t do this on my own. It needs the community and public and road safety experts to speak up. It requires everyone to not sit silently on their hands, but actually get up and say something and advocate for an inquiry to take place.”

John Lambert is one road safety expert who backs Tilley’s stance, saying we should be allowing drivers to drive at speeds they deem appropriate for the conditions.

“The majority of drivers are very safe and responsible,” he told Wheels.

“80-percent of responsible drivers complete 99.999-percent of trips without a crash, or alternately have a crash rate of one in 72,000 trips (or one crash per 825,000 km travelled). And for the 30-percent of very responsible drivers, they complete 99.9994-percent of trips without a crash, or alternately have a crash rate of one in 180,000 trips (or one crash per 2,000,000 km).”

Lambert strongly opposed the strict speed enforcement stance adopted by Victoria Police.

Despite all this, Tilley’s calls may have already fallen on deaf ears. Victorian premier Daniel Andrews said yesterday that the Liberal state government has no plans to raise the speed limit on the Hume Highway to 130km/h.

“I am always happy to have a debate and a discussion about all sorts of issues, I tend to take my advice though on road safety matters from Victoria Police, from places like the Monash University Accident Research Centre, places like the TAC,” he said.

“Many people have views and opinions, that fine, but we have no plans to change our speed limit to 130km/h.”

New name, fresh looks, better safety and new management introduce Great Wall Motors v2.0 to Australia.

GREAT Wall Motors is back. The asbestos scandal, safety row and a very public spat with its former Australian distributor all behind it, the Chinese carmaker has relaunched itself as a ute-only brand with a new image. And name.

WHAT IS IT? It’s the Great Wall Steed. It’s the old V240 dual-cab ute but wearing a new nose, restyled rear, fresh interior, engineering changes and – this is the biggie – a full complement of six airbags, including head-protecting side airbags that run to the second row.

WHY ARE WE TESTING IT? Trade utes of some description now account for almost one in every five sales in Australia. It’s a lucrative slice of the market, particularly as buyers – private and tradies – aren’t shy to shell out thousands more to make their ride look the business. After a rough start, Great Wall is having another crack at carving out its slice of the action.

THE WHEELS VERDICT Good on Great Wall for looking at the needs of the Australian market and doing what it can to respond to its demands. However, aside from price, the Great Wall Steed brings nothing new to the space; it just catches up to the tail end.

PLUS: Good price; interior revisions lift the game; decent mechanical upgrades MINUS: No Bluetooth or sat-nav; petrol engine underpowered

THE WHEELS REVIEW “IT IS what it is.” Yep, with that oft-used quote, the new Aussie management of Great Wall Australia went into the launch of its facelifted and renamed dual-cab ute with something of a defeatist attitude.

In the meantime, it’s reinvented itself. Great Wall is now just a ute company – SUVs sell under the more premium Haval sub-brand – and the chain of blame is broken by renaming the V240 twin-cab ute the Great Wall Steed, the same name used in the British market, and a significant cost-saving in terms of badging.

Underneath it’s the V240 but wearing a new nose and arse, a full suite of airbags that out-counts even the Volkswagen Amarok, some significant mechanical changes, a one-tonne payload and a $25,990 price tag. A diesel donk adds $2000, and AWD another $3000.

The drive experience doesn’t set any benchmarks. The carryover Mitsubishi-sourced 2.4-litre engine with its five-speed manual is thirsty, thrashy and pedestrian, while the six-speed diesel needs heaps of revs to wring out any semblance of performance, and the cabin is constantly jiggling about over undulations in the road without any load in the back.

Aside from some minor fit and finish shortcomings, the only other problem we had with the Steed was a seven-inch head unit that exploded into a vomit of coloured stripes rather than the home screen (and reversing camera). It righted itself after a key-out hard reset.

In the end, though, it’s all going to come down to a new ANCAP crash rating. The old V240 scored just two stars. The new, more bulbous nose on the Steed carries no engineering improvements as far as we can tell – information was scarce and sources often contradicted each other – but with an airbag count tripled over the old ute, it has to do better. Its direct rivals both have three-star ratings.

Automatic choices

There’s no automatic transmission yet, but one is coming. Sources suggest it will be the other side of 2017 before it arrives.

For those champing at the bit to mod their Great Wall, the carmaker has no plans to offer anything other than the bolt-on sports bar. However, aftermarket suppliers are looking at snorkels and bull bars that are expected to trot out to market late this year.

SPECS Model: Great Wall Steed 4×4 diesel Engine: 1967cc in-line 4-cyl, dohc, 16v, turbo Max power: 110kW at 4000rpm Max torque: 310Nm at 1800-2800rpm Transmission: 6-speed manual Kerb weight: 1798kg 0-100km/h: N/A Fuel economy: 9.0L/100km (claimed) Price: $30,990 On sale: Now

It’s spice-up-your-life time for the Skoda Fabia, now with MY17 upgrades and a bells-and-whistles range-topper.

WHAT IS IT? The Skoda Fabia Monte Carlo, a lightly warmed-over version of the 81TSI which, as per the previous-gen model, scores sports suspension and a bunch of funky equipment upgrades.

WHY WE’RE TESTING IT? Because it’s the headline model in Skoda’s revised MY17 Fabia range, now starting at $16,490 driveaway for the 66TSI five-speed manual and $19,490 driveaway for the more powerful 81TSI seven-speed dual-clutch. The DSG-only Monte Carlo, on the other hand, wears a “from $23,490” sticker not including on-roads, or $24,990 if it does.

MAIN RIVALS Top-spec superminis, meaning Mazda 2 Genki, Suzuki Baleno GLX, Ford Fiesta Sport, Kia Rio SLi, Peugeot 208 Allure, Renault Clio Dynamique and the Fabia’s sister, the Volkswagen Polo 81TSI Comfortline DSG, with optional Driving Comfort and Sport packages.

THE WHEELS VERDICT A genuinely funky small car, especially as a pert hatchback, though the Monte Carlo wagon has a genuine USP (and looks a bit like a cut-price Volkswagen Golf R Wolfsburg). The flagship Fabia isn’t cheap once you load it with options – around $2000 dearer than an equivalent VW Polo – but what other small wagon can you buy (there are none) with the Monte Carlo’s blend of designer chic and utilitarian smarts? One for the thinkers among us, not the herds of sheep.

THE WHEELS REVIEW THE iconic 1960s ‘think small’ advertising slogan (for the Volkswagen Beetle) seems to have been lost on many people these days, but a week in a Skoda Fabia Monte Carlo wagon is a pertinent reminder why that mindset still works.

Leading a revised MY17 Fabia range that repositions the 81TSI DSG with the same equipment (ie. hubcaps, not alloys) as the base 66TSI manual for a smaller premium than it used to command, the Monte Carlo adds some real visual and equipment sizzle to the mix.

For its relatively steep $5500 premium over the 81TSI (the hatch is $24,990 driveaway, the wagon $1500 more), the Monte Carlo scores sports suspension (riding 15mm lower), black 17-inch alloys with Bridgestone Potenza 215/40R17 tyres and loads of cool black-out body enhancements (grille, front spoiler, mirror housings, side skirts, rear diffuser, glass roof, rear window tint, and roof rails on the wagon). The projector headlights get sparkly LED running lights, while inside, the Monte Carlo scores lurid red/grey/charcoal multi-colour sports seats, a sports steering wheel with perforated-leather rim and red stitching, unique instrument graphics, cruise control, a front-centre armrest, stainless-steel pedal caps and ‘Monte Carlo’ sill strips.

While the flagship Fabia lacks the all-round polish to challenge the dynamic sophistication of larger wagons (a base Golf 92TSI Trendline sits in the loaded Monte Carlo’s pricing ballpark), in many ways, its size and simplicity work in its favour. Small and relatively narrow it may be, there’s much to commend its commanding driving position and the packaging benefits of seating passengers tall rather than outstretched.

Those multi-colour seats look brilliant and grip really well up front, without the ‘tombstone’ backrests blocking the vision of rear-seat passengers too much. And Monte Carlo’s neat little flat-bottomed wheel guides a perky chassis more than capable of darting its way through traffic or hills.

If only the Monte Carlo had a few more herbs under the bonnet. Its 81kW/175Nm 1.2-litre turbo four belts off the line nicely, but fades away at higher speeds when more power is required. Can’t argue with its brilliant economy though.

With no RS model planned for the future, it’s up to the Monte Carlo to provide Fabia’s sporting sizzle, and visually, it’s right on the money. Thing is, for its fairly substantial sticker, nothing would sweeten the deal better than a punchy 92kW/200Nm 1.4 turbo engine transplant from the Golf. Come on Skoda, we know you want to.

SPECS Model: Skoda Fabia Monte Carlo wagon Engine: 1197cc 4cyl, dohc, 16v, turbo Max power: 81kW @ 4600-5600rpm Max torque: 175Nm @ 1400-4000rpm Transmission: 7-speed dual-clutch Weight: 1111kg 0-100km/h: 9.6sec (claimed) Fuel economy: 4.8L/100km Price: $24,640 On sale: Now

It’s the first Bentley sedan capable of accelerating beyond 200mph – or 321km/h in our money – and the just-released Flying Spur W12 S delivers a sporty and sexy mean streak to match that turn of speed.

Not that the regular Flying Spur W12 lacks appeal at $423,160 plus on-road costs. But the S badge sees chrome thankfully ditched for a black design theme the extends over the door handles, air intakes, grille and mirrors, in addition to smoked headlights and tail-lights.

The Flying Spur W12 S still gets a fixed 40:60 front/rear torque split for its all-wheel-drive system and an eight-speed automatic channelling the 6.0-litre twin-turbo W12 engine that rises 7kW to 467kW and 20Nm to 820Nm. Claimed 0-100km/h falls by only a tenth to 4.5 seconds, however.

Bentley is targeting customers looking for a “a Flying Spur with extra attitude” according to the brand’s chairman and chief executive Wolfgang Dürheimer who will officially unveil the car at this month’s Paris motor show.