News Don't miss out on the headlines from News. Followed categories will be added to My News. New laws aimed at curbing youth crime, increasing construction productivity and getting the 2032 Olympic Games back on track will be introduced immediately by the state government. In an afternoon of historic pomp and ceremony, Governor Jeannette Young on Wednesday outlined the priorities of the infant LNP state government and how Queensland would change. The Governor’s Opening Speech - a tradition of the Westminster system - reiterated Mr Crisafulli’s election commitments including reducing crime and supporting victims, improving health services and building more housing. “My government will invest in the future of Queensland,” Dr Young said. “My government will boldly deliver a fresh start for Queensland. “It will be a government of accountability focused every day on the issues that matter to Queenslanders; safety where you live, health services when you need them, respect for your money, a place to call home and a government that works for you.” Queensland Governor Jeannette Young arriving for the opening of the new Queensland parliament. Picture: Premiers Department Politicians will get back to work on Thursday for the first ordinary sitting day of the 58th parliament, when the government will introduce legislation to establish its cornerstone adult crime, adult time crime laws. The Bill will be rushed through a shortened committee process where experts will be given just 12 days to scrutinise the complex laws and provide feedback to the government, before parliament returns on December 10. Despite Opposition Leader Steven Miles initially indicating he would support the crime laws, Labor will now consider the legislation before deciding. Mr Crisafulli has pledged to pass the laws before Christmas. Deputy Jarrod Bleijie is coming out of the gates at speed. Deputy Premier and Industrial Relations Minister Jarrod Bleijie will also immediately introduce a Bill to reintroduce the productivity commission and reduce red tape. “The productivity commission’s first priority will be to conduct a regulatory review to ensure workers are well paid and safe, contracts are honoured, productivity is returned to job sites and housing red tape slowing down new builds, removed,” Dr Young said. Queenslanders would also see progress on the 2032 Olympic and Paralympic Games, Dr Young said, with the government expected to move related legislation on Thursday. The Governor’s speech repeated most of the commitments the LNP made during last month’s successful state election campaign. Originally published as How your life will change under the LNP Join the conversation Add your comment to this story To join the conversation, please log in. Don't have an account? Register Join the conversation, you are commenting as Logout More related stories Townsville Man pleads insanity after cocktail of drugs, cop bite A man who already attempted to appeal his jail sentence and failed has taken another swing by pleading insanity after he bit a police officer at a Townsville service station. Read more News ‘Close eye on it’: Local MPs pledge to keep watch on mayor Thuringowa’s new MP Natalie Marr, a former city councillor who served alongside David Crisafulli in local politics, will be watching the council’s performance. Read moreThe E-J Group Welcomes State Electric Corporation to the Organization
NoneDonald Trump is returning to the Oval Office at a time when cybersecurity concerns are only growing . On his watch, the nation will face threats from international cyber crime gangs that hack hospitals, schools, cities and major companies. Cyber extortionists are constantly evolving their pressure techniques. International tensions are also playing out in cyber space. China-backed hackers have been penetrating systems essential to U.S. life, including water systems and power grids. Some fear China could try to these systems, should geopolitical tensions rise. As his administration responds to such threats, Trump isn’t expected to follow President Joe Biden’s playbook entirely. Biden often tried to use regulations to compel organizations in critical sectors to improve their cyber defenses. Trump will more likely seek to reduce regulations, trying to find ways to encourage voluntary improvements from the private sector. He may also put more emphasis on hacking adversaries’ IT infrastructure. A considerable number of Republican lawmakers have also called for slashing the budget of the Cybersecurity and Infrastructure Security Agency (CISA). They believe it mis-stepped in past efforts to discourage the spread online of election-related disinformation. That agency does far more than call out disinformation, however. It also issues alerts about cyber threats and helps support state and local governments, as well as the private sector, in defending . Some experts believe the cyber agency could lose some of its authority but that there’s enough bipartisan support for its other work that Trump and the new Congress will refrain from eliminating it altogether. Although the new administration’s plans in regard to technology policy in general are still evolving, here are some of the dynamics observers in the field expect to see emerging over the next four years: One of CISA’s many responsibilities is election security. Some conservatives remain unhappy that the agency contacted social media companies about probable election-related disinformation on their platforms during the 2020 election. They charge that this amounted to CISA censoring free speech and unfairly targeting conservative voices. The agency denies these complaints but discontinued such activities prior to the 2022 election. In September, more than 100 House Republicans made a failed effort to cut CISA’s funding heavily. Project 2025 — a transition document prepared by the Heritage Foundation and authored, in part, by new Trump appointees — calls for moving CISA into a different federal department and reassigning any duplicative cybersecurity work to other agencies. Trump himself has had a mixed relationship with CISA. He signed the act that created it, then at the end of his first term famously , then its director, for insisting the 2020 election was secure. Some lawmakers in 2021 from presidential changes by giving the CISA director a five-year term but their bill failed. Accusations against CISA could get a stronger voice when Kentucky Republican Rand Paul, a critic, becomes chair of the Senate Homeland Security and Governmental Affairs Committee. Despite the criticism it's attracted from some quarters, CISA will probably not be dismantled under Trump, thanks to the valuable — and less-controversial — work it does in other areas, including protecting critical infrastructure and election processes from cyber and physical attacks. There’s also been both industry and bipartisan political support for CISA projects such as the initiative — which asks software developers to design their products with cybersecurity in mind — and the , a public-private information sharing and collaboration project. “I don’t think they’re going to get rid of CISA,” says Mark Montgomery, senior director of the Center on Cyber and Technology Innovation at the Foundation for Defense of Democracies. “I think even Rand Paul knows he can't get rid of CISA, although he's pissed at it.” Cybersecurity is an international question, with many ransomware criminals conducting attacks from overseas while operating out of safe harbor countries like Russia. And nation-states are a pressing threat, with China-backed hackers having penetrated U.S. , perhaps readying to disrupt them should geopolitical tensions rise. China-linked actors also recently were found hacking deep into U.S. telecommunications networks, where they apparently spied on U.S. wiretapping and captured . The Trump administration may want to go on the offensive against such threats. His first administration supported increasing efforts to in order to combat adversary hackers and prepare to disable IT infrastructure in case of a future conflict. A more aggressive approach might entail efforts to disrupt IT infrastructure used by cyber criminals in the countries harboring them, and potentially imposing sanctions in response to China-backed hacks on U.S. critical infrastructure, as well as being more aggressive in efforts to arrest or prosecute cyber criminals and other actions, says Michael Daniel, president and CEO of the nonprofit Cyber Threat Alliance. The Trump administration will probably “call out Chinese misbehavior a little more,” Montgomery suggests, while continuing to help partner nations hunt malicious behavior lurking in their networks. But when it comes to working with other nations, Trump will probably be less interested in multilateral collaborations, Daniel says, and instead focus on one-on-one relationships with other countries. The U.S. is also unlikely to ratify the , he says, both because of its multilateral nature and objections from privacy, civil liberties and law enforcement groups. The impact of cyber attacks on critical infrastructure can be massive. Last summer’s , a health-care tech company, affected roughly a third of Americans. Separately, the Environmental Protection Agency warns that drinking water systems are falling seriously short of necessary cyber protections. The Biden administration often looked to regulation to safeguard these and other critical infrastructure sectors. In the wake of the Change Healthcare attack, it announced plans to set minimum cybersecurity standards for hospitals. The EPA also tried, although unsuccessfully, to use its authority to require public water systems to assess their cybersecurity periodically. And the Biden administration responded to the 2021 ransomware attack on , which caused gasoline panic buying in the Southeastern states that depleted many gas stations, by setting cybersecurity requirements for pipeline owners and operators. As the incoming administration considers how best to defend health care, water and other critical infrastructure, it is more likely to seek to reduce regulations, not add to them. The Trump team is expected to emphasize private-sector collaboration and voluntary efforts, potentially including offering some incentives. The , enacted in 2022, was designed to help the federal government better understand the cyber threats facing the nation and warn potential victims about threats more quickly. But the law is not expected to be implemented until 2026. In the meantime, CISA has been hammering out details for how to put it into action. The Trump administration will be looking to harmonize the 2022 law with other existing federal cyber incident reporting regulations, Montgomery says. Some have questioned if South Dakota Gov. , Trump’s pick to run the Department of Homeland Security, might push back on the State and Local Cybersecurity Grant Program. South Dakota was the only state that repeatedly declined to participate in it. The law is set to expire in 2025, after four years. Many state government cyber leaders have said that four years’ worth of grants has been helpful but not enough money to meet their needs. They’re calling for a reliable, recurring stream of cybersecurity funds. Full Republican control of Congress could lead to progress on data privacy legislation. That effort has been at a standstill due to arguments over issues such as whether a federal law would pre-empt existing state privacy laws or allow private right of action. California lawmakers have been strong opponents of any federal law superseding their strong state policy, and this dispute prompted former House Speaker Nancy Pelosi, a California Democrat, to frustrate an earlier attempt to pass a federal law. California’s Democrat-dominated delegation will have less influence now, however. The Trump administration’s lighter approach to regulation will inform its approach to artificial intelligence, as well. A Biden invoked the Defense Production Act to require tech companies to inform the federal government if they’re training advanced AI models that present a “serious risk” to national security, economic security or public health and safety, as well as to share safety test information. The order also called for efforts to combat algorithmic discrimination and for creating new standards and tools to test if AI systems were “safe, secure, and trustworthy” before they’re released to the public. Trump’s campaign platform included a promise to repeal the order, characterizing its use of the Defense Production Act as government overreach. Efforts to prevent unfairness and bias in AI systems are likely to be less of a priority for the Trump administration, says Daniel Castro, vice president of the Information Technology and Innovation Foundation, a tech think tank. Under Trump, the focus will shift to questions such as whether AI systems perform as advertised, or will AI used in medical devices, transit systems or other areas cause physical harms to users. AI companies are facing , and often don’t realize the level of security they need to defend against both nation-state and non-nation-state actors, says Montgomery, of the Center on Cyber and Technology Innovation. He hopes the incoming administration reaches an agreement with companies on a minimum cyber and physical security standard for AI labs. “This administration is going to take a much more laissez-faire attitude, in general, to the AI labs, but I hope in the very specific area of security, they actually turn the screws more than what has happened so far,” Montgomery says. Trump is also reportedly weighing whether to . Such an official would be charged with coordinating federal policies on AI, guiding government use of the technology and helping the new Department of Government Efficiency use AI to find fraud and waste. Meanwhile, the fate of a major Biden-era effort to boost the domestic semiconductor industry is unclear. The 2022 bipartisan CHIPS and Science Act promised billions to incentivize U.S.-based semiconductor chip manufacturing, research and development. On Tuesday, Intel secured an $8 billion grant under the program. Trump has , arguing that his tariff plans would do more to shift production to the U.S. without requiring government spending. Most of the subsidies authorized by the CHIPS Act , but the Biden administration intends distribute “almost all” the money before Trump takes office, according to Commerce Secretary . And, although many conservatives have criticized social media companies for alleged censorship, it’s unclear if the Trump administration would seek to roll back the legal protections that allow for content moderation. of the Communications Decency Act shields online services from civil liability over user-created content they host. It also allows social media companies to make well-intentioned efforts to moderate user-posted content, including letting them take down posts they deem harassing, obscene or otherwise objectionable. Some Republicans have sought to rewrite Section 230 to prevent what they view as social media platforms censoring conservative voices. However, Castro says that while companies are likely to take extra care to display neutrality in content moderation, the situation has changed. Trump and Elon Musk — a major Trump financial backer and co-leader of the new Department of Government Efficiency — both own social media platforms, potentially dampening desires for Section 230 repeal. Government Technology's
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or signup to continue reading You could keep things simple with the new , or you could satisfy your enthusiast desires instead. BMW's fourth-generation 1 Series hatchback brings a lot to like: two variants with two different engines, both of which are well-geared for their intended purposes, loaded with advanced interior tech, and brimming with the kind of design and build quality expected of vehicles from such a well-established European brand. So the only question appears to be which of the two cars in the range your should choose. Well, they're actually quite different, and they have a huge $26,000 pricing gulf between them, so it's rather easy to set them apart. If you want an affordable German hatch to run around in, albeit one that offers decent performance, crisp handling and can accommodate a surprising amount of people and cargo, the logical choice is the front-wheel drive 118 three-cylinder – which we've published a separate review of. But if you want something a little extra that delivers hot-hatch performance in the same 1 Series body, you'd go for this – the new . It has the same high-quality cabin technologies, materials and fit and finish as the 118, but adds a four-cylinder engine and all-wheel drive, so the difference is it's properly fast. And there's a comprehensive range of optional gear available to make it more like a full-fat 1 Series M model. Naturally, like the 118, the higher-performance M135 has a few competitors that also hail from Germany, including equivalent versions of the and – the A35 AMG and the S3 respectively. There's not a lot to separate them on paper, and their prices are equally competitive. We published our first review of the new 1 Series from the international launch a few months ago, and now we've had our first drive of the new 1er at BMW Australia's local launch, where were able to sample both variants on roads in and around the Melbourne suburb of Dromana, providing a solid mix of road types and conditions. Is the new M135 worth the significant price premium, or are you better off keeping it simple and saving a big wad of cash by buying the 118 instead? The 2025 M135 xDrive is priced at $82,500 before on-road costs – a $5900 increase over the outgoing model – while the new 118 costs 'just' $56,500 plus on-roads. At that price the M135 has three direct hot hatch rivals, and all of them are also German and powered by a 2.0-litre turbocharged petrol engine driving all four wheels via an automatic transmission. The closest-matched Merc is the A35 AMG, which for a premium ($88,500 before on-roads) offers nearly identical power outputs and, unlike the BMW, is also available in sedan form. However, note that the second-generation sedan, including the similarly renewed and renamed M235 xDrive, arrives here in early 2025. In the case of Audi, the M135's most direct competitor is the S3 Sportback at $75,400 before on-roads. Again, it has a similar engine with nearly identical outputs, all-wheel drive, and a sedan counterpart, meaning the BMW splits the difference on price. Though it's significantly cheaper at $70,590 before on-roads, you can also compare the M135 to the , which again is almost nearly identical in terms of its powertrain and body configuration. The 118 and M135 are very similar inside, and that's reflected by the similarities between our two reviews. That said, there are some tastier M-flavoured treats to be found in the M135. At first glance and without the M Sport Package Pro fitted, you'll struggle to find any major differences between the M135 and the 118. That's partly why you won't be missing out on much by opting for the cheaper 1 Series, at least not on the inside. As standard, M135s are fitted with the same dual driver-oriented screens, sporty seats upholstered in either a mix of Alcantara/vegan leather – known as Veganza – or purely Veganza at no extra cost, and the same chunky leather-wrapped steering wheel as found in the 118. The subtle changes are in relation to the driving controls. Starting with the steering wheel, it's still buttery smooth in the hands but you'll notice a red 12 o'clock marker stitched into the top. Behind it are larger paddle shifters, which are aggressively shaped and feature unique cut-outs to signify positive and negative on each side. Adding the M Sport Package Pro takes things to the next level. The most minor change is the stitching, which on the steering wheel features the iconic blue and red M colourway. Then there are the seats, which are swapped out for aggressively racing-inspired sports buckets. They hold you in place well too, making sure you're planted if you decide to take the M135 for a spirited drive. You'll find more M accents on the seatbelts, while the brake calipers are now painted red and the interior ambient lighting also reflects the colours of BMW's performance sub-brand. It's all very nice, but it's worth remembering those tweaks are added to an interior setup that's already very well put together. The interior ambient lighting can also be adjusted through the 10.7-inch infotainment screen, through which most of the car's other functions are also controlled. Unique interior presets can also be optioned at the time of purchase, which are configurable here and change the experience inside the cabin. A handful of modes are primarily presets for lighting colours and screen backgrounds, but others actively adjust things like audio and the panoramic sunroof to alter the environment for the cabin's occupants. Silent mode, for example, closes the sunroof shade and mutes the quality audio coming from the Harman Kardon speakers, allowing you to focus on, well, driving. If optioned, there are realistically a few too many modes to figure out and select. Chances are most owners will find one they like best and stick with it, leaving the others sitting there dormant except perhaps for showing new passengers what the car can do. From a practical standpoint, the infotainment display is also where you'll find the climate control system – with which BMW has taken an always-on approach. That means the screen displays the climate control interface at the very bottom regardless of what menu is selected above. It's better than having to go through a menu, but we'd still prefer physical buttons because we find screen-focused climate systems to be finicky and distracting while on the move. The 1 Series in general also features a similar isolated toggle and dial, as seen in the to adjust air vent direction, which can be a little unintuitive until you get used to it. Using this system has allowed BMW to hide the vents in narrow slots within the dashboard itself. It's clean in appearance as a result, but as with the 118 it's perhaps not worth sacrificing user-friendliness in the pursuit of minimalism. Around the gear selector is the exact same array of buttons as found in the 118, which focus on functions like window demisters and driving-related modes. As expected, it's linked directly to the infotainment screen above, which means a menu will open when a button is pressed. At least it's not all gloss-black plastic, but that doesn't excuse its use on the couple of buttons that are frequently touched. One of those is the button to start and stop the engine, which is integrated into the larger gear selector panel. It's a neat place to put it but it'll take you a moment to find when you first jump in. In a similar sense, the functions of some of the nearby buttons may not be completely obvious, which means some time with the car will be required to become fully familiar with the car. Even then we had to ask for some guidance from the BMW execs at the launch, primarily around what all the different infotainment modes do. We found the 'Personal' mode is the default setting, while the others – excluding Sport and Efficient – are almost entirely focused on interior aesthetics. We know choice is good, but again there's just a bit too much going on. Still, having dedicated shortcut buttons for such menus in a place that's easy to find and reach is always a bonus. On the centre console are two cupholders, as well as two USB-C ports and a 12V outlet. There's also a phone-sized cubby, which doubles as a wireless charging pad. More buttons are found on the steering wheel, which – as mentioned – is exactly the same as in the 118 if you exclude the red stripe. All of its buttons are finished in durable hard plastic instead of the gloss-black alternative, and they're all physical instead of haptic like we've seen in some other German cars. We're thankful for that, because it means the 1er feels much more analogue and easy to work with. The buttons may also seem minimalist in appearance, but you'll find their functions are all actually clearly labelled. That means the functions here – which include driver assist and infotainment controls – are easy to figure out, and unlike some of the car's other features will not be too confusing when you first hop in. Better yet, we find the steering wheel's edgy design elements to be quite stylish. As with the 118, the second row is surprisingly spacious. Given its hatch body though, the 1 Series will be fairly cramped when you're at maximum five-person capacity. Average-height passengers will find there's plenty of room all around, helped by the high roofline towards the back of the car and cut-outs in the front seatbacks. It may feel somewhat boxed-in back here, but that's likely because of the black headlining above. That headliner and sunroof make everything feel a bit more premium, and the cozy atmosphere back here means it's a nice place to spend time in. Rear-seat passengers can also make use of two USB-C ports and a pair of rear-facing air vents. There's a fold-down centre armrest too, and overall the three-seat rear bench is comfortable to sit in, if a little flat. Finally, the boot offers a large, flat floor and a robust cargo cover up top. For comparison, seats-up space in the 1er is 10 litres larger than in the A-Class hatch, and exactly the same as in the A3 Sportback. BMW has fitted a fair few cargo hooks here too, but there is a pronounced loading lip between the boot opening and the floor. That's typical of many other similarly sized hatches, though it's not any less impractical. The lack of a spare wheel means the floor can sit lower, which means you get more cargo space. Unfortunately, BMW only provides a tyre repair kit. To top it all off, there's a powered tailgate as standard. Everything is just as premium as in the 118, though those optional M Sport extras are well worth adding if you're already making the jump to BMW's fastest hatch. You'll find the most powerful engine of the two-car 1 Series range in the M135, and it's capable of producing 233kW of power and 400Nm of torque, which despite being 160kg heavier than the 118 is enough for BMW claim a rapid sub-5.0-second 0-100km/h acceleration time (more than 3.5 seconds better than the 118 and it feels that quick). Its peak power output is up 8kW over the previous model (and now ahead of both the 228kW S3 and 225kW A35), though maximum torque is down by 50Nm and now matches its German foes. The engine is mated to a seven-speed dual-clutch automatic transmission (like the 118) and all-wheel drive as standard. We're unable to provide a representative real-world fuel economy figure, as we didn't get enough time behind the wheel of any one vehicle to properly test how efficient it would be to live with, but note that fuel bills will be pricier on a diet of 98 RON unleaded, as per the 118. This is where the largest disparity between the M235 and the 118 lies, and the performance gap is big enough to make them feel like completely different cars on the road. While you'd be forgiven for mistaking the 118 for the M135 inside, closer inspection reveals exactly what you're about to drive when you hop behind the wheel of this car. There's a heightened sense of excitement, even if you're greeted by the same M badges as seen across the BMW range. But pressing that discreet startup button reveals exactly what it is you're dealing with. The M135-specific quad-exit exhaust gives the car much more presence via an aggressive idle, which sounds as tastefully harsh as you'd expect from a performance BMW. It's clear the German brand wanted this car to have much more aural character, which is just one of the ways in which it sets itself apart from the comparatively tame 118. Flick the gear selector down into Drive and you'll immediately find there's plenty to take in, starting with all the tech going on here. First are the drive modes, which have a significant impact on how the car feels on the road. The default Personal mode provides a good compromise between performance and comfort, though you will notice how firm the suspension is straight off the bat. As you'd expect from an M-badged BMW, the suspension is firm enough to keep body roll well in check, yet it's still surprisingly compliant over difficult bumps. Switching to Efficient mode will dramatically cut power, while also dulling the throttle response in an attempt to save fuel. The steering remains light in both modes, which aids manoeuvrability around town. But the real deal of the M135 is its Sport mode, which is when everything gets turned up to 11. The exhaust becomes louder, steering heavier, and the suspension stiffer, setting the car up for some properly fast driving. Its displays reflect these modes too, with the colours and amount of information presented on the digital instrument cluster adapting accordingly. Hitting the open road with Sport mode engaged is a lot of fun. Put your foot into the throttle and that 2.0-litre turbo four opens right up, with an appropriately loud exhaust note to match – even if it may be partly fake. Throw it into a turn and you'll feel just how well it sticks to the road. Even on the tightest bends we struggled to induce any serious understeer, and planting your right foot out of a turn won't spin the wheels thanks to its AWD traction. While the standard Sport mode will automatically shift the transmission into its own sport setting by default, the M135 has no issue letting you take control yourself via the paddle shifters, when the shifts are fast and responsive – and complemented by a unique feature on the head-up display. When in Sport mode and shifting manually, the head-up display shows a shift indicator when you get close to redline, like the old-school gauges in previous M-cars. The lights that climb from yellow to orange and finally to red are a racy addition, and it all adds to the experience when you're throwing the car around. Naturally, the engine has a surprising amount of poke in it's most aggressive mode. Though there has been a 50Nm reduction in torque, it never feels like M135 is hanging around and there's always plenty of twist on tap. In normal driving it may take a second for the transmission to kick down for optimum power, but Sport mode does well to keep the engine in its ideal range. But if you're just cruising and need a quick boost of power, BMW has thought of that too. As in the 118, holding the left paddle for a second or two will engage Boost mode, which provides 10 seconds of full power regardless of the drive mode selected, making it easier to overtake slower traffic thanks to a quick acceleration hit. Despite its somewhat unassuming face, BMW has successfully managed to apply its 'driver's car' ethos to the M135 xDrive without ruining its everyday appeal, and it's impressive just how fun it can be on the right road. Of course, most won't buy this car just to throw it around a mountain road or racetrack, so it's pleasing it's also such an easy car to live with on a daily basis. Without the M Sport Package Pro you still get sporty seats, but they remain well within the realms of liveability. That means on rough roads or during the typical commute, you won't be sore by the time you get to your destination. As mentioned, the suspension does a good job of ironing out major bumps even if it is very much on the firm side, and we found that its ride quality helps boost confidence even in normal driving. A downside may be that the dual-clutch transmission is a little hesitant at low speeds, but it's by no means difficult to manage. Of course, that trait is typical of such transmissions anyway, and its application in the 1 Series feels much more polished than it does in some of the alternatives. On the tech side, there's also plenty to like. Though there is wireless smartphone mirroring, BMW's native software is pretty clever and easy to use. If you engage the native navigation, some interesting things happen immediately. Of course, the maps appear on the central screen and head-up display, but BMW has also cleverly integrated the car's front facing cameras. An augmented reality display will automatically appear on the infotainment screen, which shows the view out the front of the car while adding digital arrows to show you exactly where you need to go. It's a fun novelty when you first see it, but likely won't be something you use all the time. The camera view takes up a significant portion of the map as well, but it can quickly be turned off if you'd rather do it the old fashioned way. Thankfully, driver assist systems like adaptive cruise control and lane centring all work reliably, and even the driver monitoring function didn't get in the way while on the road. Another thing that can be easily turned off is the speed limit warning, because the M135 suffers from the same annoying beeps as the 118. It'll beep when you first exceed the limit by any amount, and then beep again when your speed changes by even 1km/h. Its volume and tone aren't nearly as intrusive as in some other cars, but they quickly become grating. Unfortunately, just keeping up with traffic will often see the speedo reading higher than your actual speed, so a quick dive through the infotainment menus is the easiest way around its warning. Diving through those menus isn't as simple as it is in the 118 though. There are loads more screens to flick through and many more settings that can be changed because of those optional extras, which makes things overwhelming if you're looking through it for the first time. For that reason it pays to take a moment to have a look through the multimedia system before you hit the road, because unless you have a passenger it won't be easy to identify everything while you're moving. That said, after a while many owners may appreciate the level of choice available. The modes are easy enough to navigate once you're used to the car, and the minimalist approach to physical controls never really gets in the way of making the car do what you want it to do. Overall, we were pleasantly surprised with the M135 xDrive's on-road performance. It's just as fast as you'd like it to be, thanks to an engine that's as great as its chassis, forming a combination that's deeply rewarding when you drive it aggressively and access its limits. While it may ride and handle a lot like the 118, the increase in power makes this car a much more complete package. Indeed, ride quality and dynamics are the highlights of the M135, even if it is geared more towards the latter. We could just do without those speed limit warnings, and perhaps a pruning of the driving-related menus. The 2025 BMW 1 Series range is available in two variants, and the top-spec M135 xDrive is as good as it gets in terms of standard tech. If you can spring for the M Sport Package Pro, you'll bring the new 1er as close as possible to the full-fat 'M1' that BMW will never build. The 2025 BMW 1 Series has yet to be assessed by ANCAP or Euro NCAP. The BMW 1 Series range is covered by the German brand's five-year, unlimited-kilometre warranty. BMW offers a five-year, 80,000km Service Inclusive Basic package for the 1 Series, which costs $2210 as per the . The new BMW 118 is good, but the M135 should be high on the list for any European hot hatch enthusiast. Sure, its price may be higher than some of its non-European alternatives, but against its immediate rivals it's right where it needs to be. It backs up its price with upmarket interior presentation, ergonomics and build quality, as well as a plethora of advanced tech as standard. What is disappointing is the fact you need to pay extra for the M Sport Package Pro goodies to really separate this from the 118, but the M135's standard spec is still nothing to sneeze at. But all that is forgotten when you hit the road, where the bristling turbo four slams down exceptional performance, and its sharp chassis setup is plenty capable of maximising every ounce of it in the bends, even if it eschews the rear-drive layout for which BMW was famous. However, the M135 is just as well suited to the weekday grind, where its practical yet compact five-door body, premium high-tech interior and well-sorted ride may well be the icing on the cake. Of course it isn't all perfect, because there's almost a dizzying amount of settings and menus to wrap your head around. A lot of it is optional, but we'd forgive you for not being able to figure it all out on your own. The speed limit warning is annoying too, and it's not made any better by the fact you have to trawl through those menus to turn it off. You'd get used to it if you lived with the car though, but some more physical buttons for such shortcuts would go a long way in tightening up the experience. Nevertheless, we're very impressed with the M135. It offers everything you'd need in a performance-oriented hatch while carrying BMW's exceptional standards for quality and driver experience – partly helped by the fact some of the competition has lost its way in recent years. If you can get over the price and optional extras, the new performance 1er is undoubtedly worthy of your time. Content originally sourced from: Advertisement Sign up for our newsletter to stay up to date. We care about the protection of your data. Read our . AdvertisementAston Villa denied last-gasp winner in Juventus stalemate(KTOS) - Analyzing Kratos Defense & Security's Short Interest