Articles by Ashlee Pleffer

The biggest and ugliest Porsche is about to get two new reincarnations, including a hybrid version which is claimed to run on less than nine litres of fuel per 100km.It will bring the number of these beasts available in Australia to four, joining the V6, V8 and V8 Turbo models. There are some notable differences to the new addition, with improvements all round. First, it has a slightly more powerful V8 engine, as well as exterior enhancements and a sportier performance.The 4.2-litre V8 has an extra 15kW over the current Cayenne S engine, which increases its performance to 298kW at 6500rpm. The torque is unchanged at 500Nm from 3500rpm.While based on the Cayenne S, the new GTS version has undergone some styling changes and is distinguished from the other models by its 21-inch alloy wheels, two new exterior colours, and its lower ride height, which has been reduced by 24mm. It also features some styling from the Turbo model at the front and rear, as well as newly developed 12-way sport seats.Porsche claims the special model has slightly faster acceleration than the Cayenne S, which does the 0 to 100km/h dash in 6.6 seconds.The GTS is said to complete the same task in the mid six-second mark. The new model will come standard with a six-speed Tiptronic S transmission, air suspension and the Porsche Active Suspension Management (PASM). Pricing for the Australian market will not be revealed until closer to launch date.Like many large SUVs and the other Cayenne models, the GTS has a fairly high combined claimed fuel consumption of 13.9 litres per 100km, slightly higher than the 13.7 litres per 100km the Cayenne S produces. But those after a less thirsty Cayenne don't have to wait too much longer, about three years to be precise.Porsche is jumping on the hybrid trend, recently announcing it will introduce a hybrid version of the SUV, which is expected to be revealed to the public in 2010.The more environmentally-friendly large Porsche will be based on the Cayenne's direct fuel injection 3.6-litre V6 engine, and will also feature an electric motor.Porsche is aiming to make the new version of the SUV 25 per cent more fuel efficient. Prototypes are already being tested on the road overseas and are recording fuel consumption figures as low as 9.8 litres per 100km.But Porsche is hoping to go even lower, aiming for about 8.9 litres per 100km by the time the hybrid hits the market at the end of this decade.That's more in line with a medium-to-large car than a giant SUV.The fuel efficient Cayenne will feature electric-powered steering, airconditioning and vacuum pumps for the brakes.And it's not the only hybrid Porsche has on the drawing board.It's believed the company is also planning to develop a hybrid version of the new Panamera four-door Gran Turismo, which is expected in 2009. 

At first sight, it looks like a toy car that has grown big on steroids, but a closer look at the two-door hatchback reveals a cable connecting it to a power outlet in a shopping centre car park.About 2000 of these zero-polluting city commuters have been put on the roads in India and Europe, including 600 in London, in the six years since Reva Electric Car Co turned commercial.The test-marketing phase is now over and the Reva, as the electric car is known, is ready to leap into the mass market. But that won't include Australia just yet, as it doesn't fit our design standards.The Solar Shop in Adelaide, which planned to import and sell the electric car here, says the car should fit into a quadracycle category, in between a motorbike and a car, and hasn't been designed to be crash tested.But the Australian Government has refused them based on crash testing that was done in England.So the car in its present form won't be available in Australia, but there will be a new modified version that the Solar Shop hopes will make it through government regulations.And it could be as little as two to six months away.The existing Reva model was going to be priced about $15,000 to $16,000, and while the price of the new redesigned version isn't yet known, it's believed it will be under $20,000.It is, however, planning to introduce an electric scooter/motorbike. The vehicle is currently going through the approval stage and is expected here within the next month.The Vectrix scooter is more of a performance vehicle compared with the electric car.It accelerates from 0-100km/h in less than eight seconds and has a range of 110km for urban driving, which translates to about five hours.Its acceleration is 30 per cent faster than a 250cc scooter and it has the performance of a 400cc motorbike.The Indian company that makes the Reva electric car hopes to sell 3000 units this year and 30,000 next, according to deputy chairman and chief technical officer, Chetan Maini.“In the past five years, we innovated and improved and developed the core technologies,” Maini says. “We've got the partners and we've got the funds.“Everything has been coming together and we have reached an inflection point to take off.”Maini developed the no-clutch, no-gears car as the head of a 75-member team of research engineers. The company is counting on increasing environmental and energy concerns to power its growth at home and abroad, as soaring petrol prices and pollution worries prompt city consumers to seek alternatives.“People are now making choices based on such issues,” Maini says.“Oil is near $US80 ($100) a barrel, may even touch $US100, and inner-city pollution is a serious issue. Energy security and environment are going to be the major issues facing every country in the coming years.”Electricity is the solution, says Maini, whose company was formed in 1994 as a joint venture between the family owned Maini Group and AEV of the US to design, manufacture and sell environment-friendly vehicles.“Technology is available now at a cost that makes sense,” says the second-generation entrepreneur, who has more than 14 years' experience with electric vehicles.“A non-polluting electric car costs the equivalent of a small petrol car and the operating costs are much less.”In July his company launched a new Reva model which can seat two adults and two children. It is billed as the most advanced electric car in the global market. It can reach 80km/h, up on a previous best of 65km/h.It also covers 80km on a single charge of electricity that translates into a cost of 1c per kilometre, a 10th that of a petrol model.The car has improved torque, up to 40 per cent more than the earlier model, for better hill climbing.The Reva has better prospects of finding success abroad than in price-sensitive India, where manufacturers are planning to launch a slew of petrol models priced as low as $US3000, a third of the Reva's price tag.Already marketed in Britain, Spain, Norway, Italy, Malta, Sri Lanka, Cyprus and Greece, the car benefits from incentives offered to non-polluting vehicles by governments there.In Britain and Norway, it sells as G-Wiz and is exempt from parking fees as well as congestion and road taxes.Japan gives a $US2600 subsidy for electric-car users and France waives taxes on electricity used to charge the car.India lacks the infrastructure for electric cars such as battery charging stations, and Reva may appeal only to the environmentally conscious who have small commutes and can afford it, says Greenpeace energy specialist Srinivas Krishnaswamy.“There's no doubt that it's green and clean. Even the cost may be small for the greening of the environment.”  Would you consider purchasing the Reva after viewing the crash test?

A six-hour road trip, with a car full of people and gear, can go two ways. It can be a fun adventure with music, comfort and a relaxed environment, or it can be cramped, nauseating and leave you with the feeling you've been hit by a truck.Luckily a trip to the snow in the Volvo XC90 goes down the path of sing-a-longs, tranquility and kangaroo-friendly driving.The magic carpet which got us safely to and from the snow was the 3.2-litre, six-cylinder XC90, which comes in at $69,950. This engine was only introduced last February. As a luxury all-wheel-drive, the Volvo is well-equipped with a whole lot to offer at a reasonable price.To start with, there is plenty of room. At almost-full capacity, which included five backsides and luggage bursting at the seams, the Volvo proved it was up to the challenge.It was roomy and comfortable for a long trip, with three adults able to sit in the back. The only complaint was that the middle seat was too firm. But with leather seats and a decent amount of leg, head and shoulder room, there wasn't much else to complain about.Holidaymakers are well catered for in terms of luggage space, although the rear could have been a little deeper, especially as there is only a space-saver spare underneath.Another impressive feature is that it's a seven-seater, with a third row consisting of two fold-up seats as standard, although these are suitable for children or small adults. While the extra seats are cramped, they were useful, along with the 40/20/40 middle-row split, which meant we were able to lay down one seat to allow for snowboards and skis.Although it wasn't quite so lucky for the passenger who drew the short straw and got to squash into the back on our daily travels to the snow. On the first trip to the slopes and back again, a cargo net proved handy, preventing luggage from entering the passenger area.While highway driving, comfort of the XC90 extends to ride handling. The car glides over any road problems and does it all in a quiet and cushiony manner. Around town, the ride is slightly bumpier, but it's still tolerable and relatively comfortable.The in-line six-cylinder produces 175kW higher up the tacho at 6200rpm, with 320Nm@32000rpm.Hill climbs are a bit of a struggle under a full load, especially with some slightly delayed gear changes. There's more than 2000kg in kerb weight to take into account, too. But taking decisive control of the gears gives a better performance. It also comes in handy for faster acceleration when overtaking.There is a consistent delivery of power, revving up to 4000rpm under harder acceleration in auto mode. Volvo says the large car accelerates from 0-100km/h in just 9.7 seconds, although with extra weight it didn't feel as quick.The XC90 is nimble around corners and you don't really notice the size of the vehicle until it hits tight spots, especially in car parks. Manoeuvring in most places is made easy by the friendly steering that has just enough feedback to make it feel smooth but not too light.The nose feels quite big and with the slanted dash gives a notion of being even further away from the front. It's also hard to see where the nose ends.The brakes were put to the test when a kangaroo decided to play chicken with the XC90. But with Volvo's impressive safety features and reputation, including ABS with Electronic Brake Distribution, a driver and passenger dual-stage front airbag, SIPS airbags, front seat, protect head and chest, dynamic stability traction control, whiplash protection and side impact protection, not to mention the five-star Euro NCAP rating, we didn't have to be too worried.But in this circumstance I wouldn't like to be in the kangaroo's shoes, although it could have shown more concern. So luckily for both of us, the alert driver and tight-gripping brakes kicked in and pulled the car up with plenty of room to spare.On our adventure, we didn't quite get the car down to the snow, rather opting for the ski tube to save time. And unfortunately, there was no time to venture off-track, so we were unable to get a feel for it in varying conditions. Although after leaving the XC90 in the snowbound car park all day, the airconditioning didn't want to work on one occasion.But during long drives on highways and through towns, the XC90 was all about capability, control and comfort. Although it's also very thirsty, averaging more than 13 litres per 100km, which meant filling the 80-litre tank was a costly exercise.When it comes to exterior design, it just doesn't feel quite as classy as other cars in the segment, such as the BMW X5, the Lexus RX330, the Audi Q7 or the Mercedes ML.There's not really anything wrong with its looks, it just didn't seem to stand out among the many four-wheel-drives making their way to the snow. Instead it looked a little outdated and average, but some other models have undergone changes in recent times, whereas the XC90 has been on the market with pretty much the same look since it arrived here in 2003. In its defence it is much cheaper than most of these models.On the inside, the dash layout is very user-friendly and different with its slanted position making controls easier to reach. Functions are also fairly easy to use and it looks very stylish with the black leather interior and black console with silver trim. The test car was fitted with some extras such as metallic paint, a Premium Sound system and the useful Blind Spot Information System (BLIS).At $1200 it may sound steep, but BLIS uses digital cameras under each side mirror and software to recognise and detect other cars in your blind spot. A small light on the bottom of the large mirrors lights up when there's a vehicle next to you, which helped when carrying a full load.Rear passengers have their own air controls and the middle seat features an integrated child booster cushion.So the trip to the snow was a success. It was like making a cake. Add five occupants, women who don't pack lightly, into a pre-prepared mixture of comfort, luxury, safety and a strong performance and you get the work of Betty Crocker, in Swedish-car form. Although it could have used a little more sweetener, especially in the design department.The bottom lineA long road-trip may seem daunting but the XC90 makes it a walk in the park, with its comfortable, roomy and safe environment, combined with a decent performance.Volvo XC90Price: $69,950Engine: 3.2L/ 6-cylinder, 175kW, 320Nm.Transmission: 6-speed GeartronicEconomy: 11.8L/100km (claimed), 13.5L/100km (tested)

As the sun makes a comeback, it's out with the woolly winter wear and in with the skimpy summer skirts and shorts. And with spring just around the corner, it's the perfect time to buy some big Paris Hilton sunglasses, let your hair down and jump into a convertible.With most drop-tops that come through our garage, it's fists up to reinforce your claims for a drive. But, not surprisingly last week, the keys were practically thrown at me.That's because we had a Peugeot 207 CC. And it's not because it's a bad car, in fact the Pug convertible proved to be a lot of fun to drive.The fact is I got the keys because of its looks.The 207 CC is undoubtedly a girly car, with its off-centre cabin, long, shiny lights, and perky rear end. You either love it or hate it. It is fashionable, but still peculiar looking.Kath and Kim would say: “It's noyce, it's different, it's unusual”.And they would have it right on the money with its distinctive design.The hard-top convertible is available in two 1.6-litre engines; we hit the town in the turbo version, available only with a five-speed manual.At $39,990, it is a more affordable convertible. It's less expensive than other hard-top convertibles such as the Holden Astra and Volkswagen Eos. But these do offer more cabin space and bigger engines. Its main competitor is likely to be the Mini Cooper S Cabrio, although this only comes with a soft top and still has a higher price, whereas the 207 CC has a sophisticated hard top.But for a small car pitched at females, it's got a surprisingly big bite to it. A female doesn't want to sacrifice performance for style. And with the 207 CC turbo, you don't have to.The 1.6-litre twin-scroll turbo was developed in collaboration between Peugeot and BMW and has the engine used in the 207 GT Hatchback.The engine generates 110kW of power and a strong 240Nm of torque from as early as 1400rpm.The delivery feels smooth and constant through the rev range, with reasonably tall gearing. It feels quick around town and on the motorways and is fun to drive. Acceleration is responsive even when in a higher gear at lower revs.But one thing you notice during urban driving is the harsh ride. It seems to find the many potholes and bumps on the road when travelling at a lower speed and it digs its heels into them.But hit the faster motorways and it's more gentle, sweeping over the blemishes instead.Road noise is noticeable from the front tyres, whereas the engine isn't quite loud enough. It drives nicely but, while you know that behind the wheel, you want others to know it too. Just because it's a girly car doesn't mean we don't like a bit more of a growl to our engines.The steering feels a bit light, with noticeable torque steer kicking in under hard acceleration. It can also give you a bit of a surprise when turning a corner as the wheel flings back if you don't have a strong enough grasp on it.The convertible comes with some good safety features, such as Electronic Stability Program standard on the turbo model, ABS and Electronic Brakeforce Distribution, four air bags and an active roll-over protection system.The electronic hard-top roof is very impressive when retracting, all done in 25 seconds.Boot space is adequate, until you want to show off the car's flexibility by removing the roof. This practically cuts boot space in half but you've got extra storage room on the two back seats.The 207 CC officially has two rear seats but even a five-year-old would struggle to fit in. An adult can forget it, our attempt showed it was virtually impossible to get both legs inside the car.Going topless also doesn't sacrifice the driving dynamics. Apart from the wind and the cooler look, there's little difference driving with or without roof. But the car takes on a new persona when dropping the roof and revealing the cabin.The long doors make it difficult in tight car parks but this is the case in most convertibles. If the price tag is still too high, the normal 1.6-litre engine is $5000 cheaper at $34,990. We have yet to test this powertrain but, after a week in the turbo model, there would be no need to beat yourself up for spending the extra cash. It's a justifiable investment.The 207 CC isn't perfect, but if you're after a young-looking, fun car with that bit of pizzazz and burst of fun, it's definitely worth feeling the breeze in this Peugeot. Snapshot Peugeot 207 CCPrice: $39,990Engine: 1.6-L/4-cyl turbo, 110kW, 240NmTransmission: 5-speed manualEconomy: 7.2L/100km 

Mazda will expand its Australian diesel models later this year, with a Mazda3 diesel to join the Mazda6.The new addition is expected to arrive in September and will be available in sedan and hatchback. It will have the same engine as the Mazda6 diesel.The two-litre common-rail turbo diesel produces 105kW and 360Nm. It has a claimed fuel consumption of six litres/100km.It will be available only in Maxx Sport trim and will have a rear spoiler, 16-inch wheels and unlike the petrol models, will have Electronic Stability Program as standard.Mazda spokesman Alistair Doak said the company expected to sell more than 100 Mazda3 diesels a month. Mazda sold 2758 Mazda3s last month, making it the second-most popular small car, behind the Toyota Corolla.When the Mazda6 diesel went on sale, Mazda originally forecast 50 sales a month, but Mr Doak said it had been closer to 100.He said there were no plans to expand the diesel range in Australia.“They will be our two diesel passenger cars, the ones that sell the most in Europe,” he said. “None of our Japanese competitors has diesel and we're introducing a second.”Mr Doak said there were no plans for diesel engines in the CX-7 or CX-9 because those cars were primarily for the North American market, where diesels were not in demand.The Mazda3 diesel will be followed by a new Mazda2 model.The smaller Mazda will go on sale in October and is expected to cost about $16,000 for the base model.Mr Doak said buyers could expect the new Mazda2 to be comparable in price to the present car, which started at $16,335 for the Neo and rose to $20,290 for the Genki model.But unlike its rivals, which have 1.3-litre entry models, Mr Doak said the Mazda2 would be sold with only a 1.5-litre engine.He said the Mazda2 was a vital part of the overall line-up, with the car coming third in sales to the Mazda3 and Mazda6.The current car has been on sale since December 2002. So far this year Mazda has sold 3045, up 30 per cent on last year's figures.The car's styling brought it into line with the rest of the Mazda line-up.Mazda is also expected to carry over the existing three models the Neo, Maxx and Genki. 

Mitsubishi has updated its 380 model, with an LPG dual-fuel engine among the changes.

When a BMW X5 is parked in the driveway, the beauty, power and dominance is clear, without even having to turn a key in the ignition.And most of the time this is a good thing and makes others look on in envy.Except perhaps one weekend. Just my luck, the keys to the big BMW X5 V8 were handed to me the week I was preparing to attend the concert to “solve the climate crisis,” and show my support for environmental concerns.Rocking up for the Live Earth concert in a gas-guzzling four wheel drive, probably isn't the best way to blend in with the greenies or avoid a tomato- throwing witch hunt either.So, in an effort to show my support for the environment, I sacrificed the cosy, luxurious leather seating, the spacious and well-equipped capsule, the glamorous looks and all the perks of the German brand for the day.Instead, to clear my conscience, I opted for a smelly old train.But after doing my bit for the environment, it was time to jump back into the big, thirsty but powerful X5. Purely for work reasons, of course.We tested two X5 models back to back, the 4.8-litre V8 and the slightly more environmentally friendly 3.0-litre V6 diesel.With the V8 you find you have a bit of a battle on your hands. On one shoulder you've got the little angel slapping you in the face with all those thoughts of the environment and the large fuel costs. On the other, there's the devil inside you screaming fun, fast and faster.While the V8 has an exceptional performance, it doesn't seem to be screaming loud enough to make you forget about those other factors, no matter how good its exhaust note.The V8 is priced at a hefty $118,300, more than $30,000 dearer than the base model diesel. Planting your foot makes you temporarily forget about that price hike.The V8 picks up rather quickly with its spirited drive and powers the whole 2170kg of the car without hesitation.But with speed limits around town limited to 50 or 60km, the real fun of pushing the V8 comes to a sudden end. Between 3000rpm and 4000rpm, the growl from the engine really kicks in.Shift into the Drive Sport mode and you'll hear that sweet tune for even longer. The V8 loves to rev and gives off a real sports car sound, just enough to scare off those “light” cars.Perhaps it was the timing but the guilt sometimes rose with the revs.The full 261kW is attained further up the tacho at 6300rpm, and the maximum 475Nm pushes through between 3400rpm and 3800rpm.Something else to tip the scales towards the V8 is the 6.5 seconds it takes for this big car to reach 100km. The diesel adds 2.1 seconds, still with an impressive 8.6 seconds.The claimed consumption on the V8 is 12.5-litres per 100km, but with some enthusiastic driving, it's not hard to find yourself right up at 17-litres per 100km and even beyond.The diesel, on the other hand, recorded 10.1-litres per 100km, although that was still driven a little hard, with the claimed consumption at a much lower 8.7-litres per 100km.And while the V8 has that “fun” edge, it doesn't seem enough to justify the price premium, especially considering most owners will use the X5 for suburban and city driving.A job the $86,800 diesel can perform just as well, although we tested the slightly more expensive Executive version, which took the price up to $96,300 and adds features such as a rear-view camera, Bluetooth preparation and the navigation and TV system into the mix.The lightweight 3.0-litre inline six turbo-diesel has a much lower power output, with 160kW, but the 500Nm of torque delivered from 1750rpm to 2750rpm, has no problem in getting around town in an enjoyable fashion.The torque at lower revs is also better for bends and hills.The growl is still there in the diesel, making an appearance lower down the tacho, although it's just not quite to the same effect as the V8.It's still a lively performance and apart from the diesel on the hands when refilling, there's not much to complain about.Noise levels inside are quiet and you quickly forget you're even in a diesel.When first jumping in the X5, its size is an aspect you can't escape.Think Hulk, think Terminator, think big. Standing almost five metres long and around two metres wide, you'd be pretty safe backing this one in a fist fight against just about any other car.The high seating position gives good visibility over traffic and once driving and manoeuvring around town, you quickly adjust and even city car parks become easier than expected.On-road handling is pretty comfortable, although it can feel a little bouncy at times. A slight detour to gravel roads showed the comfort remained despite differing conditions.Steering is very accurate and direct, not too light but not too strong.Body movement is also minimal thanks to the X5's stiffer body and a new suspension system.It also features permanent xDrive all-wheel-drive providing enhanced dynamics and traction, while reducing over and understeer in bends.The boot isn't very deep, a result of the space-saver spare, but still fits a couple of suitcases without a problem.When it comes down to it, the diesel X5 is obviously the more practical choice, although if you're purely after performance in a big package, the V8 would be the way to go. 

Mitsubishi has axed plans to put the hot supercharged TMR version of its 380 into production.

Mazda will expand its diesel offerings in Australia later this year, with a Mazda 3 diesel set to join the Mazda 6.The addition is expected to arrive in September. It will be available in sedan and hatchback form and will have the same engine as the current Mazda6 diesel.The 2-litre common-rail turbo diesel produces 105kW and 360Nm and has a claimed fuel consumption of 6L/100km.It will only be available in the Maxx Sport trim level and will feature a rear spoiler, 16-inch wheels and, unlike the petrol models, Direct Stability Control will be a standard feature.Mazda spokesman Alistair Doak says the company expects to sell more than 100 Mazda3 diesels a month, but says it will be a reasonably small percentage of overall Mazda3 sales. Mazda sold 2758 Mazda3s last month, the second-most popular small car, behind the Toyota Corolla.When the Mazda6 diesel went on sale, Mazda originally forecast 50 sales a month, but Doak says it has been closer to 100 models a month.He says there are no plans to expand the diesel range further.“They will be our two diesel passenger cars, the ones that sell the most in Europe,” he says. “None of our Japanese competitors has any diesel and we're introducing a second.”Doak says there are no plans for diesel engines in the larger CX-7 and yet-to-arrive CX-9, because these cars are primarily for the North American market, where diesel isn't in demand.The Mazda3 diesel will be followed by the new generation of the Mazda2. The smaller Mazda will go on sale in October and is expected remain about $16,000 for the entry model.Doak says buyers can expect the new Mazda2 to be comparable in price with the current car, which starts at $16,335 for the Neo and rises to $20,290 for the top-line Genki model. But unlike some of its rivals, which offer 1.3-litre entry models, Doak says the Mazda2 will be available only with a 1.5-litre four-cylinder engine.“I don't think there is a lot of benefit going to a 1.3. Certainly there isn't that much difference on cost,” he says.Doak says the Mazda2 is a vital part of the overall line-up, with the light car running in third sales spot behind Mazda3 and Mazda6. The current car has been on sale since December 2002. So far this year Mazda has sold 3045, up 30 per cent on last year's figures.The car's styling brings it into line with the rest of the Mazda line-up, Doak says.“Mazda has always established a reputation as being a style leader and the Mazda2 should do so in the light-car segment,” Doak says.Mazda is also expected to carry over the existing three model names; Neo, Maxx and Genki.Safety has been at the forefront of the car's appeal, with the option of curtain and side airbags and ABS in the current model.The newcomer is expected to have dynamic stability control. It sheds 100kg in weight over its predecessor.Mazda says by using high-tensile steel it has been able to slice out weight without compromising safety, body rigidity and noise, vibration and harshness. This has benefits for fuel economy, with Mazda claiming a 15 per cent improvement over the current car. There is a 60/40 split rear-fold seat, but boot space is down from 280 to 250 litres.The 1.5-litre develops 76kW at 6000rpm and 136Nm at 4000rpm, down from 82kW and 141Nm. 

The Roads and Traffic Authority (RTA) believes the changes will encourage greater road safety awareness among young drivers, those affected aren't completely in agreement.According to RTA statistics, young drivers represent 13 per cent of licensed drivers, yet they are involved in 26 per cent of all fatal crashes.Under the new laws, which came into force recently, first-year P-platers will lose four points off their license if caught speeding. This ultimately means P1 drivers will lose their license if they speed in any way.Another strict change will have P1 drivers losing three points if caught driving with more than one passenger under 21 between the hours of 11pm and 5am. This rule applies to all red P-plate drivers under 25 years of age.Mobile phones will be completely banned while driving, taking away the option of hands-free and loudspeaker use. And L-plates and P-plates must be displayed outside the vehicle, meaning they are no longer allowed to sit inside the windscreen. Fines apply to all these infringements.RTA road safety general manager, Dr Soames Job, says the new rules will encourage safer driving practices among new drivers.“In broad terms, we're hoping to achieve a reduction in the road trauma, which is happening to, and being caused by, young drivers. We hope to do that by changing their behaviour,” he says.Dr Job says advanced driver training courses aren't the solution as they can encourage young people to become overconfident in their abilities.He says until the skill of driving has been mastered and is automatic, other factors are more likely to affect the driver.“These problems aren't because of a lack of car-handling skills, they are a lack of judgement and a lack of caution,” he says.Dr Job says P1 drivers account for about 7 per cent of licensed drivers, yet constitute 41per cent of infringements for driving 45km or more above the speed limit.“I think that's really a damning statistic for young drivers,” he says.“What we're saying is we're giving you a motivation not to take risks, or there's going to be a penalty.”And while P1 drivers will be able to apply for an exemption for the extra passenger rule between 11pm and 5am for work and other commitments. Dr Job says this won't necessarily apply for driving people to and from work.“The evidence says P1 drivers are more likely to have a serious crash when they have passengers on board,” he says.“We will still have crashes, but I think these rules will reduce the number of severe and fatal crashes happening with provisional drivers.”But it seems L-Plate and P-plate drivers don't altogether agree. The new laws will directly affect Sydney teenager Natasha Karagounis will be directly affected by the new laws, having obtained her license just three weeks ago. The 19-year-old says she was initially excited when getting her license, but was not very happy to learn about the new rules.Karagounis says not all P-platers are bad drivers and they shouldn't be restricted because of the actions of others. “I have never had any problems at all, I think it's unfair some of us get stereotyped. There are these new rules for us when we've done nothing wrong,” she says.As an older red P-plate driver, she is particularly annoyed about only being able to carry one passenger after 11pm.“I go out a lot with friends, usually between 11pm and 5am,” she says. “Now I can only have one passenger.”Karagounis often heads into the city and says she and her friends usually take it in turns to be designated driver. But not any more.“We'll have to either get a train or taxi or everyone will have to drive now. It's really inconvenient,” she says. “Taxis cost a lot and trains stop at 2am, we'll have to wait until 5am.”Karagounis says authorities shouldn't be targeting just P-platers and that some of the laws should be mandatory for everyone, such as a complete ban on mobile phones.The university student also believes that losing your license for speeding is too strict.“If you're not speeding a lot, like 5km over, I think it's a bit unfair to lose your license rather than lose just three points,” she says.L-platers will also be affected by the changes. The compulsory 50 hours on-road experience will jump to 120 hours for anyone getting their license from this Sunday.Dr Job says evidence shows the extra experience plays a big role in making young drivers more aware of what can go wrong and anticipating other drivers' behaviour.Learner driver Paul Zergara is pleased he got his permit before the new laws apply. Over the past five months, he's clocked up 20 hours, mainly with a professional instructor. “My parents encourage me not to go with them, I think they're scared of me driving,” he says.The 18-year-old says he feels sorry for new learners who will have to do the extra hours, especially those who will have to pay a professional instructor.And he isn't looking forward to the extra restrictions once getting his provisional license.Like Karagounis, he is concerned about only being able to drive one person after 11pm, especially with his youth group commitments, which would have had him driving other people home after 11pm. “I think it's unfair, it seems a bit stereotypical categorising all people as dangerous and bad,” he says.While Zergara doesn't condone speeding, he thinks losing your license for the offence is a little harsh. And despite his disagreement with the new laws, he admits they will make him more cautious on the road. Both of the new drivers believe changing the laws seems like a quick fix and Zergara says he would like to see more education introduced.“There should be more training, better understanding on how the car actually works, the test isn't really enough,” he says.Meanwhile, the Monash University Accident Research Centre this week launched a campaign encouraging parents to become more involved with their children's driving.They suggest parents sign a Vehicle Access Agreement with their child.This formal agreement should place further conditions and restrictions on the young driver for the first 12 months of the P-plate period, limiting the time a young person can drive and the number of passengers they carry.The new rulesSpeedingLicense suspension for any speeding offence for P1 car drivers and provisional motorbike riders. The penalty is a minimum of four demerit points and license suspended for at least three months. A fine also applies. Mobile phonesA ban on all mobile phone use for learner, P1 car drivers and provisional motorbike riders. The penalty is three demerit points and a fine (or four demerit points if in a school zone). A fine also applies. CurfewP1 drivers under 25 must not drive between 11pm and 5am with more than one passenger under the age of 21. The penalty is three demerit points and a fine. Drivers can apply for an exemption if they drive a car with passengers at work, but not necessarily for getting to and from work. Plate displayL- or P-plates may no longer be displayed from inside your vehicle. You must clearly display L- and P-plates on the front and back of the outside of the vehicle. The penalty is two demerit points and a fine. LearnersLearner drivers getting a permit on or after July 1, 2007, will need to hold the permit for a minimum of 12 months and complete at least 120 hours of supervised driving (including 20 hours of night driving) before they can apply for their P1 license.