Big Rizza

I read last year that the number of fatal accidents in the open speed area of NT where crash investigators consider speed to be a "contributing factor" is considerably less than in other states. So, yes, there are fatal speed related crashed in NTs open limit areas, but fewer than in the rest of Aus. But, alas, they also said there are a lot of intoxicated drivers in rural areas in poorly maintained cars dying on NT's roads to make up for the lack of speed related deaths. The point I was trying to make was that police crash investigators are very quick to tick the box on their reports that say it was a speed related crash. I read that something like 2/3rds of "speed related deaths" on our roads have other contributing factors, such as alcohol, drugs, unlicenced drivers, poorly maintained vehicles, passengers riding in the boot/tray, people not wearing seatbelts, running red lights, disobeying other road rules, dangerous driving (i.e. drifting etc, not necessarily speeding)... You get the idea. Not blaming the police crash investigators for ticking the box - they're just doing their jobs. But politicians will spin the statistics to conveniently leave out other contributing factors to focus on the speed element in an attempt to justify their Big Brother watch over speeding motorists...

First car, $20k budget, speed and handling a must? Thought about a hot hatch? Renault Clio Sport or Peugeot 206 GTi? Both NA, both go suprisingly hard and handle suprisingly well, both within budget. More importantly for a first car though - they're both very safe in a crash, and both very fuel efficient. And clio's look horn with a wide body kit: Alternatively, how about a 2JZGE Soarer?

I love that "contributing factor" statement that police make after accidents about speed. Every single accident has speed as a contributing factor- if they were stationary there would not have been an accident would there? Maybe NT should pioneer new 0 km/h speed limits and marvel at the drop in the road toll?

I'd say it'd sound like a battery powered toy remote control car, and probably about as loud too.

News report for those with interest: THE number of P-plate drivers killed on NSW roads has doubled this year, suggesting the State Government's laws to save young lives have failed. Official Australian Transport Safety Bureau data shows 26 P-plate drivers have died in road crashes in NSW up to the beginning of August. This is twice the number killed in the same period last year, and already exceeds the total P-plate driver death toll for 2005. The alarming figures are a wake-up call for the Government, which last year introduced restrictions on young drivers to reduce the road toll. Roads Minister Eric Roozendaal said yesterday he would consider a fresh package of measures, including an increase in mandatory log-book hours for learners from 50 to 130 hours, with 15 hours of night driving. "The NSW Government has made significant changes to the rules for P-plate drivers, but I am always open to more suggestions,'' Mr Roozendaal said. Last year, the Government banned P-platers from driving high-powered cars and from carrying multiple passengers if they had committed a serious driving offence, but it rejected tougher measures such as a night curfew. Since those restrictions came into force in July, 2005, there has been a 37 per cent rise in the number of 17- to 20-year-old drivers killed on the roads, the official data reveals. The NRMA is calling for the State Government to make a review of the legislation public and to examine other measures to prevent P-plater deaths. "It's a tragedy that P-platers are dying at twice the rate they were last year,'' NRMA Motoring and Services chief executive Tony Stuart said. "Most of the young deaths on our roads can be prevented.'' Mr Stuart said many of the high-powered vehicles banned by the State Government had been ranked among the safest by the Australian New Car Assessment Program. Aside from young drivers, the RTA figures show the overall number of under-25s - passengers, drivers and pedestrians - killed in road accidents has dramatically increased at a time when death rates in other age categories are static or falling. The number killed is up 33 per cent this year compared to 2005. Mr Roozendaal said yesterday the underlying trend over the longer term showed a noticeable decline in deaths. "I am concerned that people are not getting the message and slowing down,'' he said. "Road rules are constantly being reviewed, but the Government can't be behind the wheel of every car.'' Opposition police spokesman Michael Gallacher called for a summit to investigate better ways to prevent the carnage on the State's roads. "It's worth looking at reducing the number of passengers in cars driven by P-platers and whether defensive driving courses should be an essential criterion,'' he said. Other Australian states have tougher restrictions on P-platers than NSW. Western Australia has introduced measures banning young drivers from driving at night for six months after they are issued with licences.

As far as advanced driver training is concerned, I absolutely agree that it should be a requirement. The problem is, the government won't see the light. The NSW government has stated that they have no evidence showing that training in simulated environments reduces the risk of accidents in the real world. This from the government that introduced the "Hazard Perception Test." Playing Gran Theft Auto would have more benefit than that "test." What a joke. Other governments have stated that advanced training leads to overconfident drivers that are to eager to explore the limits of their cars on public roads. But I dunno about the comment on trucks. Here in WA we have bigger, heavier and longer trucks travelling greater distances than anywhere else in Australia. And here, trucks cause far fewer accidents than cars do (both in percentage and absolute terms). And with the fatigue management laws, drivers falling asleep at the wheel is pretty much a thing of the past. In fact, the most recent road-train accident I heard of was tourists falling asleep at the wheel and colliding head on with the truck - hardly the trucks fault. The use of trains rather than trucks is highly uneconomical and completely unfeasable for most of the state. And the emissions per tonne of cargo for a road-train is less than for a rail-train, and they use existing roads (so no cutting up of the country side for railways) so there are environmental gains too. The biggest problem with trucks is just how visible they are - in the rare occasion that accidents do occur, they make a biiiiiiiig mess... I've wondered about roll cages for a while myself. With such an emphasis on crash safety in cars, why haven't they been included? Cost? Or is there some other underlying factor? An overly rigid chassis killing the effect of any crumple zones? Dunno...

I only really skimmed this thread, but I will make a point by quoting good old Wikipedia: Road-traffic crashes are as old as the roads themselves. Nicolas-Joseph Cugnot crashed his steam-powered "Fardier" against a wall in 1770. Amongst the earliest recorded motor vehicle accident fatalities were Mary Ward who died after being thrown from an experimental steam car on August 31, 1869 in Parsonstown, Ireland, and Bridget Driscoll who was hit by a car on August 17, 1896 in London. I guarentee that those cars were signifficantly underpowered compared to the cars of today. People will die no matter what they drive. I think a better government tactic would be to ban cars over 10 years old. Had those people had modern passive safety equipment (airbags, seatbelts, etc), they probably would have survived. And with modern active safety (ABS, stability control, decent tyres, modern suspension, etc) the accident probably wouldn't have even happened in the first place. For a politician to suggest this plan would career suicide, and it would be totally uneconomical and impractical, but the safety and environmental benefits (from an emissions standpoint anyways - we'll ignore the landfills of abandoned 10 year old cars) would be far greater than the equivalent benefits obtained from lowering the average P-Plater's power output. Maybe the government should have a first car-buyers grant to subsidise P-Platers so they can afford the newest/safest car they can? It would probably save more lives than capping power outputs...

I always use this source for import car specifications: http://english.auto.vl.ru/catalog/ It also has some specs for the WRX, but they are for the Japanese model. Some Japanese models have slightly different specs to the Australian models.

The official number as quoted by Nissan is 206kw. This is widely considered to be a conservative figure.

I'm sure he will pull through 100%, and Jeremy will be harassing and abusing him about crashing in no time.

Haven't driven either of them, but independent testing shows the 3 MPS is in fact quicker...

Was this a sponsored race car or a personal road car? When/where did he race it? Targa events?

If it is SPECIFFICALLY for drift, I'd go GTS-T. Lower purchase price, less weight (AWD hardware is HEAVY!), cheaper to replace parts and body panels (probably). If it's a powerful multipurpose drag/track street car, I'd go a GTR. I'm 6ft4 (with a heavy build), and I fit in my R32 GTS-T just fine. But for enthusiastic driving, I'd budget for a new drivers seat and steering wheel - the standard items are under and over sized (respectively) and are pretty much useless for people my size! The R32 GTR seats are apparently much better, but alas I have never driven one and hence cannot comment.

Can't be bothered taking a photo, but the setup hasn't changed since I bought it, so here are the Japanese supplier photos I received before I imported: http://www.prestigemotorsport.com.au/modul...hp?StockID=2831 In fact, cruising through Prestige's sold vehicle section would give you a good idea of commonly used setups. http://www.prestigemotorsport.com.au/searc...d&andor=AND http://www.prestigemotorsport.com.au/modul...hp?StockID=3960 http://www.prestigemotorsport.com.au/modul...hp?StockID=3918 http://www.prestigemotorsport.com.au/modul...hp?StockID=3794 http://www.prestigemotorsport.com.au/modul...hp?StockID=3446

Bad news comes in three's. Paul Hogan will be looking over his shoulder the rest of this week I am sure...

http://news.ninemsn.com.au/article.aspx?id=110748 More news articles coming out. A truely sad week for Australia. With the tragic loss of two of our most loved icons, surely the whole country has died a little this week. At least both of them went doing what they loved. Rest In Peace.

It's not exactly like Cosworth are lacking in credentials. They have done turbo all-wheel-drive road cars very successfully in the past (I'm thinking Ford Escort Cosworth when I say that). Since it was formed in 1958 by Mike Costin and Keith Duckworth, Cosworth has become the most successful engine manufacturer in the history of Formula One, with a string of driver and manufacturer titles to its credit. In addition, it has also achieved enormous success in a variety of formulae, including IRL, Champ Car, WRC, sportscars and MotoGP. Cosworth began life in a small workshop in London in 1958. However, things quickly grew and a move to larger premises was soon required. The company moved to north London, where it began working on the development of the Ford 105E engine. Cosworth actually achieved its first victory when Jim Clark took a win in the Formula Junior category in his Lotus 18 at Goodwood in 1960. By the mid 1960s, the company had moved to Northampton where bigger prospects were around the corner. In 1966, Duckworth signed a contract with Ford to develop a new three-litre Formula One engine, and the legendary DFV was born. It got its first taste of victory in 1967, when Jim Clark again provided the maiden victory at the Dutch Grand Prix. The DFV, in subsequent development guises, went on to dominate the sport for 15 years and clinched 155 race wins during that time. A host of famous names benefited from Costin and Duckworth’s approach – Jackie Stewart, Emerson Fittipaldi, James Hunt and Nelson Piquet all took championships using Cosworth engines during the 1970s. During the 1970s Cosworth engines crossed the Atlantic to take the Indy/CART world by storm. There, the DFX version of the F1 powerplant began to take an incredible 151 race wins in a 14-year reign, culminating in ten driver’s championships and ten Indianapolis 500 victories. As the 1980s became the 90s, Cosworth continued to provide winning power, with the Ford Sierra Cosworth RS500 taking the 1987 Touring Car world title and the Cosworth-powered Ford Mondeo winning the World titles for Paul Radisich in 1993 and 1994. In Formula One, the DFV was replaced by the HB which won 11 races between 1989 and 1993, while Nigel Mansell’s 1993 CART championship and Jacques Villeneuve’s 1995 Indy 500 win were both provided by Cosworth power. In 1994, the Zetec V8 F1 engine was introduced and powered Michael Schumacher’s first world driver’s title. In rallying, the Ford Escort Cosworth notched up numerous wins during the 1990s and the Duratec-R engine in the Focus WRC gave Ford more success. Bringing the story up to date, in 2004, Cosworth provided the power to 30% of the Formula One grid, as well as to the entire Champ Car World Series and the Ford BP Rallyesport Focus World Rally cars.

That's, what, like 210hp at the wheels from a factory hatchback! That is seriously nuts! About 30hp more than my R32 GTS-T (on standard boost)! Shit, I need either some boost or a new car, and quickly!!!

Two scenarios I would be happy with in regards to the Nissan GTR launch. 1) Released in limited numbers. This way you can purchase a genuine Australian release version with full warranty and parts back up, OR you can buy a cheaper second hand imported version. This would be like the current situation with the Mitsubishi Evo 6-8. I have the full choice of importing or buying an Australian delivered model. 2) Released as a full volume import, but the release is delayed. That way you can purchase an older second hand import for cheap, or buy a newer example that is Australian delivered with full waranty and parts back up for an increased price. This would be not unlike the current situation with the Nissan S15 200sx - you can buy an imported 1999 model, or an Australian delivered 2000+ model. Either scenario gives the best of both worlds. What I DON'T want to see is: 1) Full volume import from the word go from Nissan Australia. This would mean NO chance of cheap imports coming in, and therefore NO chance of mere mortals being able to afford one! 2) No official imports. This would not only mean no Nissan Australia parts back up, no factory warranties and steeper insurance premiums, but it would also mean it does not qualify for Australian motor vehicle awards like Motor Bang for your Buck, Motor Performance Car of the Year, Wheels Car of the Year, Wheels Excellence in Design Awards, etc.

The Suzuki Mightyboy wins hands down. The Daewoo Matiz just can't keep up with it's blend of style, practicality and sheer horsepower. What were we talking about again?

Pedders and my local import speciallist gave me an identical list of suspension issues, so I figured that what they were telling me was reasonable. Always get a second opinion if you think you're getting taken for a ride! Or could it be that Pedders and my mechanic are conspiring against me?!?!?!

Come on, at least advertise for something at least remotely realistic! No one with any sense is going to go near an R34 at that price, genuine or not.

Get a CA18DET silvia. No body wants them so they are dirt cheap. And the 1988 model is old enough that you can import a modified one without the big dramas of compliance.

On a scale of 1-10, can anyone guess how bored I was this afternoon? Here are the factory specs with flywheel engine specs. If you find an error, I don't care, I've lost interest. R34 GTT: Max.power: 205.94 kw @ 6400 rpm Max.torque: 343.23 Nm @ 3200 rpm Weight: 1410kg S14a: Max.power: 147kW @ 6400rpm Max.torque: 265Nm @ 4800rpm Weight: 1210kg A few different S15's available: S15 (Australian): Max.power: 147 kw @ 6400 rpm Max.torque: 265 Nm @ 4800 rpm Weight: 1265 kg S15 (Japanese): Max.power: 184 kw @ 6400 rpm Max.torque: 275 Nm @ 4800 rpm Weight: 1240kg S15 (Autech): Max.Power: 147 kw @ 7200 rpm Max.torque: 200 Nm @ 6000 rpm Weight: ??? - less than the normal turbo version, though Note: Special model powered by a (P-plate legal) non-turbo SR20VE engine. Commodore power outputs vary depending on model, but a quick overview: Commodore (Ecotech 3.8): Max.power: From 147kw @ 5200 rpm to 180kw (in HSV XU6) Max.torque: From 304 Nm @ 3600 rpm to 380 Nm @ 3200 rpm (in HSV XU6) Weight: From 1385kg (bottom-spec, no air-con) for VS, From 1550kg for VT onwards Commodore (Alloytech 3.6): Max.power: From 175kW @ 6000rpm to 190kW @ 6500rpm Max.torque: From 320Nm @ 2800rpm to 335Nm @ 3200rpm Weight: From 1568kg Commodore (Gen III 5.7): Max.power: From 220kw @ 5000rpm to 300kW @ 6000rpm Max.torque: From 446Nm @ 4400rpm to 510Nm @ 4800rpm Weight: From 1600kg

Personally I don't understand that you can get tired of changing gears in a manual in heavy traffic. After a a few years of manual driving, I find that it is so second nature to me now that it occupies no more thinking power than an automatic in normal driving. I do, however, have a factory clutch. Maybe if I swapped to a tricky and heavy aftermarket clutch the burning leg muscles might change my mind, but as it stands I don't see the apparently huge mental burden manuals place on the driver as a concern. Back on topic, I've thought about selling my R32 so many times. I have a second car (making a huge 80kw at the flywheel) - the R32 only travels a few hundred kays per month. The problem is that you then need to buy another car, and you will end up in the same situation all over again. Jump ship to an R34 and you will get hit for depreciation again, probably harder than for the R33. The only way to avoid depreciation is to buy a car more than 15 years old and keep it in original condition - prices don't waver too much once they hit the big one-five. I'm currently using depreciation to my advantage - Series 8 RX7s, VVTi Toyota Supras, R34 GTRs and V35 Skylines are all depreciating much faster than my R32, which is starting to plateu a little in price (but not enough ). It seems only yesterday the price gap was about $60k to a Series 8, and about $100k to an R34. These days it's more like $20k and $50k. The price gap is closing, and when the time is right I will make my upgrade... And get hit with depreciation all over again.