Just as the baby Soul hits Australia — after being rushed through months ahead of schedule — these pictures of the Korean company's new compact four-wheel drive have just surfaced.

It's the upcoming Sportage and it was caught in driving snow in freezing Scandinavia as engineers finalised the update package for the 2010 model which will be ready for showrooms in the back half of this year.

The biggest change is a six-speed automatic gearbox to go with the Sportage's 135-kiloWatt turbodiesel engine. The goal is to improve both performance and fuel economy in an engine which is becoming more and more important to Kia.

But Kia is tied to Hyundai on product development and that means the same package is likely to be seen in the next update of the Hyundai Tuscson, which is twinned with the Sportage.

The updated turbodiesel powertrain will find its way into other Kia models sold in Europe, although there is no firm plan to use it in the latest compact Cerato in Australia.

The Sportage update is only a mid-life tickle but is important for a vehicle which has been its most successful since it was introduced in 1995. The current model was only introduced with a full model change in 2005.

Of course your comprehensive car insurance is comprehensive ... unless you are talking about tyres, fires, exhaust systems, radiators or batteries.

These are just some of the things for which you may have to pay at least part of the replacement costs following an accident.

While most people understand that drink driving or street racing is going to have an adverse effect on any claim few are aware they could be liable for at least part of the replacement cost of an exhaust system, radiator, battery or tyres if the replacement part is in better condition than the one damaged in the accident.

You could also find that your cover is affected if the car is damaged during a driver education course or as part of a charity car run.

Another hotly-disputed area for claims is where an electrical fault causes a fire. You may be covered for damage actually caused by the flames but have to meet the cost of repairs to the wiring out of your own pocket.

And you could lose it all if you leave the car running while you nip into the corner store and it is stolen.

Individual insurers concede that general exclusions are standard across the industry.

Insurers were generally at pains to point out that while the exclusion clauses were present in most policies they were often not applied.

"Really, they are there for the worst case scenarios not for general application," explained one insurer spokesman who did not want to be named. "It is not as if they are invoked in every instance."

National figures from the Insurance Ombudsman for the 12 months to the end of June, 2008, show that from more than 1.5 million motor vehicle claims only 9212 were rejected compared to 33,000 failed claims from just over one million home insurance claims.

However, more than 30 per cent of the disputed motor claims were settled in favour of the customer while less than one in five of the unhappy home claim customers had a win.

Choice magazine spokeswoman Elise Davidson says: "It is really important to read your product disclosure statement and understand just what is and isn't covered."

"Unfortunately many of those PDS across a whole range of products are never read. They are stuck away in a drawer and it is not until it is too late that somebody finds out what the exclusions are.

"The number one rule is that the car needs to be in good repair," says Ms Davidson. "In the case of something like rust damage you may find that you are not covered at all.

"Tyres are generally not covered and you really do need to take due care when it come to protecting your car from theft."

What may not be covered

1: Tyres if they are worn or damaged

2: Exhaust systems and radiators if rust is present

3: Repairs to any electrical fault

4: Your car if you leave the keys in it

5: Damage from any act of war or terrorism

6: Any unspecified personal items in the car such as a portable satellite navigation system or DVD

7: Any non-standard accessories such as mag wheels

8: Any modifications to the vehicle (paint or panel) if not specified

Top tips

1: Read the product disclosure statement before you sign up

2: Ask questions _ and then ask some more

3: Keep your car in good condition

4: Never leave your car unlocked or with the keys in it

5: If you have a dispute contact the Insurance Ombudsman 1300780808

Sales have dropped, so to help stave off a major slump in volume, the company has a revamped C4 coming into showrooms.

Citroen Australia general manager Miles Williams says the company is aiming at 2500 cars this year, down from the 2703 tally last year and a level not seen since 2004.

"Things are tough, we're finding the market extremely hard, our objective is to get 2500 cars this year,” he says.

"We're hoping that the doom will lift and our sales will lift with it, but probably not for 12 months or so, business is hard," he said.

Williams says the company was focussing on volume cars - the C3, and the updated C4, as well as the medium-sized C5, which had suffered from being launched in the middle of the crisis at a low exchange rate.

"We'd love to see it go a little harder and it's a stunning car that deserves better - but we had to put the price up $3000 before we launched it so that's making it hard for the car to compete," he says.

The brand has a good model range in Australia and Mr Williams said the brand would ramp up its marketing from June to back up the new C4 and Berlingo models.

Williams believes the market will be tough well into 2010.

"I think we've probably got the better part of 12 months, to June next year before we start seeing buyers feeling more confident.

"Having said that there's 800,000 probably going to be sold here this year, that's still a lot of cars - it's a competitive market and we'll fight and grab what share we can," he says.

The bulk of the new C4 range has gone up by $1000 due to currency changes, with the exception of the 1.6-litre turbocharged petrol model, which is priced identically to the two-litre model it replaces.

"We're going to be out there competing and give it our best shot, the aggressiveness in the marketplace is unbelievable," Williams says.

The updated C4 has a new-look grille covering the two new petrol powerplants - shared with co-developer BMW - which boast better outputs and lower fuel consumption and emissions.

The C4's tachometer has been moved to the central LCD display as part of the cabin's makeover, as well as Citroen's NaviDrive satnav system being added to the options list.

The sound system has been upgraded to include a built-in 30GB hard drive and the system also offers a video auxiliary socket and a USB connection.

The C4 is now available with two new petrol engines - the 88kW 1.6-litre 16-valve powerplant and the 1.6-litre 16-valve turbocharged unit in 103kW and 110kW variants.

The new C4 range is priced from $26,990 for the VTi five-speed manual, or $28,990 for the four-speed automatic versions, while the same trim and equipment level with the 1.6 HDi diesel engine and the EGS six speed automated manual is $31,990, or $30,990 with a conventional five-speed manual.

The new turbo 103kW 1.6 petrol model starts at $33,990 in Exclusive model trim with a standard automatic transmission and the high-pressure 110 kW 1.6 litre turbo performance model with a five-speed manual gearbox is priced from $31,990.

He still has clear memories of the day at Sebring in Florida when he he took the 1959 title driving, and then pushing, his tiny rear- engined Cooper F1 car to a landmark victory which changed the direction of grand prix motor racing.

Jack recalls how his team boss, John Cooper, missed adding one can of fuel as he was topping the tank on his car. And how his mechanics circled the car as he pushed it 500 metres to the finish line, ensuring there was no outside assistance or any chance of disqualification.

"The drama at the end of it, when I ran out of petrol, is something I will never forget," Sir Jack says this week from his home on the Gold Coast.

"I managed to get the car over the line and was informed I was in fourth place and got the championship. It was quite a surprise."

But no bigger than the surprise of realising it is now 50 years since his championship. And that, at 82 years of age, he is now a living national treasure for any Australian with an appreciation of sporting

- not just motorsport - success.

"It's a long time, isn't it? At least I'm still here to talk about it, which is the main thing," Brabham says.

But he is doing it tough, as his health is fading.

Brabham has been almost famously deaf for more than 40 years, but now he needs regular dialysis sessions and he is much more frail than the robust youngster who headed to Europe in 1955 after winning his first Australian Grand Prix. By then he was already a top-notch dirt-track speedway driver with incredible car control and a gift with machinery that would eventually see him found his own Formula One team.

Brabham is still a close follower of F1, even if his health keeps him away from the races. He watches television with an insider's eye and an incredible wealth of knowledge.

But he does not like some of what he sees.

"It's really not a sport any more, is it? It's big business," he says bluntly.

"A lot of money and a lot of technology, but at least they are trying to curb the technology now which is a good thing. The driver asistance from the technology has been there for quite a while. In my opinion, it spoils the racing."

"My era of racing was a lot different to what we've got today, and it was more of a sport. The drivers really enjoyed racing with one another and mixing with one another. It does not seem to happen today."

Brabham lost a lot of friends and rivals during his career, which ran for more than 15 years through one of the most dangerous periods in F1 history. He began as a young tearaway and jokingly hobbled to the grid for one of his last races, aged 44, with a fake beard and cane.

"I lost 30 friends when I was racing. It was so dangerous. People getting burned to death and everything," Brabham recalls.

"The danger when I was racing was pinpointed by the number of drivers we lost. Unfortunately we lost a lot of mates. The cars were not strong enough and the circuits were extremely bad. All that mixed up was a very dangerous situation."

"The fifties and sixties were very dangerous. It wasn't until Jackie Stewart started to law down the law that we got some improvements."

"It was always a problem, but it didn't stop us from driving. We kept going out there and tried very hard not to be one of them."

Brabham's rivals have passed into the history books, and many have passed since they stopped racing, but he is clear on his toughest rivals.

"The first one, of course, was Juan Fangio. Even though I only raced with Fangio a couple of times.

Stirling Moss was probably the top driver that I drove with. I learned a lot from Stirling. He was the top of the tree when I went to England.

"Jim Clark was quite a good driver too. A very good driver. The only trouble with Jimmy was he didn't have a lot of feel for the car. He wasn't very good at setting the car up, although he certainly could drive the car.

"The other driver I really enjoyed driving with was Jochen Rindt. He was a very good driver, and a hard driver, but I could drive wheel-to- wheel with him without the fear of being knocked off. We had fantastic tussles and then had a laugh about it afterwards."

These days Brabham has firm opinions on the great and the good on the grid.

"Nothing has changed really, over the years. The competition out there has always been to beat Ferrari. And that's been from year one. They have won races and had top cars," he says.

"There are some very good drivers out there today, and some good ones coming on as well. It's a better sign than what we've seen for a while.

"I think the same top drivers are going to be there as we had last year. The top drivers always get there anywhere. The regulations have changed and the cars are different, but regardless of that the top drivers always get there.

"Fernando Alonso is one who came and raised very quickly to being one of the top drivers. He will be a force to be reckoned with this year with the Renault, because it sounds like the Renault is going very well. Renault have always been able to come up with a top car. That's a good combination.

"Of course we've got the McLaren team, which will be one of the top ones, and Ferrari.

"Lewis Hamilton, in my opinion, will be the top guy this year. What he did last year was fantastic."

Brabham also has a tie to McLaren, as company chief Ron Dennis began as a mechanic in his Formula One team.

"Ron Dennis has done a very good job actually. He was one of my mechanics in the early days and he was a very good organiser.

"Particularly all the spare parts and things.

"He had what was necessary really to do the job he's done. I really think he has done a fantastic job. I didn't think so to start with, but it didn't take him long to prove himself. Now he's been on top of the world for a long time, probably will be again this year."

But what about Australia's current F1 favourite, Mark Webber?

"Poor old Mark hasn't had much luck. Riding a pushbike is dangerous anyway. He was lucky to get away with that, really.

"Let's hope he's got a bit more luck during the year and the car goes a bit better for him. Hopefully he will do a bit better this year.

"He's proven that he can drive. Unfortunately he's had so much bad luck going against him. Hopefully this year he can turn that around."

Brabham is keen to see what will unfold at Albert Park this weekend for the first race of the 2009 season.

"It's always interesting to see how the cars perform, and who has done their homework during the winter.

And, after watching his sons Geoff, David and Gary make successful careers as racers, he has another Brabham to watch in 2009.

"My grandson Mathew has done a fantastic job so far in karting. He started racing when he was seven and he is now just turned 15 and in that time he has won four state championships and done very well. I think he's got the makings of a top driver."

So Black Jack has seen and done almost everything in motorsport and has a treasure trove of memories. But one, above all, sticks in his mind as he thinks back through 80-plus years and the 50 years since that first championship and the long push to the line in the Florida heat.

"The thing that really sticks in my mind was winning the championship for the third time in a car bearing my own name in 1966, and also doing it with a Repco engine that was made in Australia. I don't think that will ever happen again. That was really the pinnacle for me."

FAST FACTS

John Arthur Brabham

Born: April 2, 1926 in Sydney

Career:

Flight mechanic in World War II

Garage owner

Speedway racer in Australia

Formula One driver

Formula One team owner

Grand prix record:

World titles: 3 - 1959, 1960, 1967

Long before there was a Top Gear, Wherrett had become a household name in Australia as the host of a landmark motoring show called Torque.

And now he is gone.

Wherrett passed yesterday with none of the fanfare which surrounded so much of his life, from those biting attacks on carmakers to the revelation that he liked to dress in women's clothing.

Yes, Wherrett was a cross-dresser but it made absolutely no difference to his life's work as a motoring journalist. He was always prepared to call a spade a bulldozer, loved any sort of stoush on things that mattered, and could drive like a demon. Oh, and he loved women.

He was also a road safety pioneer whose work on driver education saved many lives - including mine.

The best thing about Peter Wherrett was his passion.

You could see and feel it on television and, in person, he was like a small power station. In that way he was a lot like the late Peter Brock.

I could go on and on about my friend Peter, with stories about famous drives, the cars he loved, his opinions on road safety and racing and so much more.

There is already a book on Wherrett, written by the man himself, as well as books about his travel and the cars he drove and what he thought of him.

But it all comes down to one thing — Peter Wherrett made a difference.

The car went on sale on Tuesday with the first deliveries starting in July.

Already dealers are reporting long queues from buyers with the waiting list extending out to 12 months.

The Nano has been designed with low cost in mind.

The budget four-door five-seater car, has a small 22kW 624cc two cylinder engine at the rear and a four-speed manual transmission.

Engineers have trimmed down the car so it appeals to Indians hoping to trade up from a motorcycle.

There is no air conditioning, no electric windows and no power steering, although buyers will be able spend more on those items in two deluxe models, the CX and LX.

The Tata Corporation also intends launching a better-equipped, larger engined Nano in Europe.

Tata is building a new plant in Gujarat in western India to build the car.

It will produce between 250,000 and 500,000 Nanos a year.

The Tata Corporation also owns Jaguar and Land Rover.

It bought the British companies for $US2.3 billion last year.

Just a week after the launch of the new MX5, the latest Mazda to get the company's new corporate "five-point" grille is the CX9.

Apart from the CX9 and MX5, the new face is spreading across the Mazda range.

It appears on the next-generation 3, due in local showrooms within days and the CX7 due later this year.

The 2010 CX9 is expected to hit local showrooms later this year, about the same time as the refreshed CX7.

The CX9 will be unveiled at next month's New York motor show.

Mazda is not spilling the beans on exactly what the changes are underneath, saying only that the car will get "added options and reinforced safety features".

However, the seven-seater's existing 3.7-litre V6 and six-speed automatic is expected to carry over.

Unlike the CX7 though, no diesel version is tipped to be added to the range.

CX9 buyers can however expect improvements in the V6's fuel economy and a mildly updated cabin.

Visually, the new corporate grille is prominent, as are the revised foglights and lower air intake.

New larger exterior rear view mirrors and updated tail-lights complete the look.

Locally Mazda is one of the few brands that has had a good sales start this year even though its overall share has slipped almost 9 per cent.

At the launch of the new MX5 last week, Mazda Australia managing director, Doug Dickson, says he remains confident this year in the face of the 20 per cent market downturn.

He expects Mazda to continue to build its market share through the year despite overall sales volumes being down.

The arrival of the next-generation 3 hatch and sedan is expected to be a big driver.

Mazda, like other Japanese importers, has been under pricing pressure because of unfavourable exchange rates with the Japanese yen.

Dickson expects the Australia dollar to rebound against the yen over the next few months.

"The Australian dollar could gain lost ground over the next few months," he says.

"So pricing pressure will disappear over the next six months."

Dickson expects Mazda to sell about 70,000 vehicles this year, 12 per cent down from the 79,826 vehicles sold last year.

The Fabia RS Concept was revealed at the Geneva Motor Show last month and is being targeted as the best way to bring the Skoda starter car to Australia.

The RS uses the 1.4-litre TSI sports engine from the Volkswagen Group, with a combination of a supercharger and turbocharger, as well as a body kit which pumps the car out to a similar look to Czech company's latest S2000 rally challenger.

"We've said this is where we need to be with the Fabia to make it work in Australia. It's exciting stuff," says the head of Skoda, Mathew Wiesner.

"If we can get a hero car like that then it could be a better option, to feed the car in from the top down. Particularly given that many of our colleagues in the industry have been looking at going the other way."

The Fabia RS, which will be built under the company's V-sport division, is headed for the road in Europe next year and Wiesner would like to get it as soon as possible. The brand has just re-worked its Octavia range and is also planning for the arrival of the prestige Superb before the end of this year.

"The timing is 2010 in Europe so it would be the second half of 2010, at the earliest, for us," Wiesner says.

But work on the regular Fabia models is still stalling on prices, as Skoda would need to get the car well under the $20,000 price point and away from the Volkswagen Golf.

"Every time we've sat down and done the numbers it's been difficult.

And currency has made it more difficult.

"Once we've got more information on the RS we might re-think the Fabia strategy. We know how cars like this can go in Australia, with the cult following for cars like the Subaru WRX. It would be good to built that sort of cult status with a Fabia.

"We're not sure what engine will be in the car, expect that it will be a petrol motor and not a diesel."

Wiesner knows he also has the updated Octavia RS coming later in the year, with more punch with a 147 kiloWatt engine and DSG gearbox as well as some body changes, and believes the brand could take a different path in Australia.

"We need to do some better and smarter things with the larger cars we've got coming. The way we evolve here could be very different to the way Skoda is seen in Europe.

"RS is in the third quarter and Scout should be around then, hopefully. We're still waiting for confirmation, but the trick is to get the production lined up so we can do both at the same time."

In the years since, many imitators have come and gone but the venerable Golf GTi remains a benchmark for fun and performance.

Now VW has unveiled the sixth-generation GTI, which is even sharper than previous models.

Expected in local VW showrooms later this year, the newest GTi looks almost identical to the concept shown at this year's Paris Motor Show, even down the the dual exhausts, rear diffuser and alloy wheels.

Visually the car is 22mm lower at the front and 15mm lower at the back and the spring, dampers and stabilisers have been retuned.

Not surprisingly, performance is the car's strongpoint.

It is powered by a turbocharged 155kW/280Nm 2.0-litre four cylinder TSI engine which delivers a top speed of 240 km/h and combined fuel economy figure of 7.3 litres/100km.

The GTi's maximum torque is available from 1700 revs right through to 5200 revs.

The car will hit 100km/h in 6.9 seconds but VW says in-gear performance is also improved.

The hatch accelerates in fifth gear from 80 to 120km/h in 7.5 seconds.

The 2.0-litre also meets Euro 5 emission levels and produces 170 g/km.

Like all new models, the GTi gets some new tricks, like an electronic transverse differential lock (XDS) to help handling and traction.

XDS is designed to reduce understeer and provide near-neutral handling.

It is an extension of the electronic limited-slip differential (EDS) integrated in the electronic stability control system.

VW's dynamic chassis control system is also available.

For durability the engine gets modified pistons and piston rings, a regulated oil pump, new vacuum pump, new high-pressure fuel pump and new mass airflow sensor.

Like the previous model, buyers will get a choice of six-speed manual or DSG gearboxes.

The engine and exhaust system carries a distinct `GTi' sound. At highway speeds it remains muted but open the throttle and the acoustic exhaust delivers a distinct note.

In front, the familiar strut-type suspension operates with helical springs and telescoping shock absorbers.

In the rear, the multi-link suspension continues.

The adjustable chassis control system automatically stiffens steering and damping for more dynamic handling and also reduces pitch and roll.

Drivers can choose between normal, sport or comfort settings.

For the first time, adaptive cruise control will be available.

When activated, the system automatically brakes and accelerates within a speed window from 30km/h to 210 km/h.

It uses a laser sensor mounted in the rearview mirror to continually scan vehicles in front and their speed using five laser beams.

The GTi will also be available with a second-generation version of park assist and active bi-xenon headlights.

Previously, to use the system the space had to be at least 1.4m longer than the car but now 1.1m is sufficient.

The system also has multiple forward-reverse stages in parking.

When the GTI is ordered with the system it also gets parking sensors and a Hill Hold feature.

Inside there are standard sport seats with the trademark tartan fabric pattern, active headrests and nine airbags.

As with previous GTi's there are brushed stainless steel pedals, aluminium GTI gearshift lever, leather steering wheel with grip recesses and GTI emblem, decorative red seams on the steering wheel, gearshift surround and leather parking brake grip.

Like the Golf upon which it is based, the GTi can store between 350 and 1305 litres of luggage.

The difference is that the next new model of the cash-cow Cayenne SUV will be the first Porsche with a diesel engine.

The diesel Cayenne will arrive within three months at a starting price of $101,900 and should soon become one of the most popular models in local showrooms.

It will need to do well to arrest a sales slide which has seen demand for Porsches drop by more than 40 per cent since the final quarter of 2008. The objective is to stop the rot in the 25-30 per cent by the end of July, meaning a 2009 sales total of around 1000 cars against 1180 last year.

"The Cayenne diesel will save the bacon," says the managing director of Porsche Cars Australia, Michael Winkler.

"It's recession proofing the company. That's what we said and it's coming true.

"In the highly speed-limited environment in Australia, the 0-100km/h time, the torque, says it all. It's a very Porsche driving experience."

He expects the diesel to grab 80 per cent of the current sales of the Cayenne V6 while adding a few of its own, but admits "It will cannibalise it, for sure".

But the diesel Cayenne is not the only newcomer for '09, as Porsche has just unveiled the updated Cayman and Boxster - more power and torque with better economy, a prices which are up to $12,000 better value - and is planning for the arrival of the updated 911 GT3 and the crucial Panamera.

"That car is a very safe bet. We will have it in October," says Winkler.

The price is already set from $270,200 for the PDK-equipped Panamera S to $364,900 for the Turbo model, and Porsche is trumpeting five innovations including the operating system for the lift-up rear wing.

But there is no word on numbers for Australia.

"That is the million-dollar question," say Winkler.

He forecasts that as many as 80 per cent of Panamera buyers will be new to Porsche, and expects them to be pushing for something new on all fronts.

"The customers will be more demanding. I think the expectations of Panamera customers will transform our organisation."

Winkler says the Panamera will join the Cayenne in Porsche's hybrid push, although it is unlikely that the four-door luxury car will get a diesel. At first.

"At this point, no plans," he says.

And what about the hybrids?

"Cayenne will get here first. Before the end of 2010. We might be six weeks later than Europe but we really want it here before the end of 2010. We will get the first right-hand drive cars produced and on a ship before England."

The hybrid will be part of an all-new Cayenne model, which Winkler stresses is a pure Porsche and not just a body job on the Volkswagen Touareg with powerful engines.

And, for the first time, he emphasises that even the first-generation Touareg was really a Porsche project.

"It is a car we did for Volkswagen. So they have taken a Porsche, we have not taken a Volkswagen," Winkler says.