I read your review of the Holden SV6 manual (Holden VZ SV6 Manual Test)
and was interested in the following quote...
"The SV6’s Alloytec 190kW 3.6 litre V6 is hands-down the most technically
advanced engine on the local market."
Can you explain what it is about this engine that makes it so much more
sophisticated than the Falcon's? I've seen journalists mention this a couple of
times and I'm interested to know why.
You also say, "The SV6 also boasts continuously variable inlet and exhaust
cam timing (a first for any locally built engine) as well as a dual-stage
variable intake manifold."
Hasn't the BA engine had both of these features for two years?
Thanks in advance for your answers. I really appreciate the overall quality
of your reviews.
The SV6’s inlet and exhaust cams can
be altered independently to alter camshaft overlap. In the Ford DOHC 4.0, both
inlet and exhaust cam timing are altered in unison – they can’t be altered
relative to each other. This means camshaft overlap cannot be changed.
Just a quick note to correct the grammar/spelling of one of the sentences in
the article Holden VZ SV6 Manual Test. You wrote: "But given the LS1’s running costs, that’s something we loathe to
suggest..." I would suggest changing it to, "But given the LS1's running costs, that's
something we are loath to suggest." Loathe – dislike, despise. Be loath to - be reluctant to. Keep up the sweet mag. Hate correcting your article; English teacher
instincts kicking in.
Article now fixed!
Hi - I am from
Canada. I was reading your
article “Supercar Steal” on the 1990 - 1994 Nissan Pulsar GTi-R (Supercar Steal). I know you had mentioned to
keep an eye open for a special addition that you had not seen but heard
Well, I think I found it.
Judging by the info you gave on what to look for on this special Pulsar, I am
pretty sure it is one that I am looking to buy from
Japan. I know
you said that it uses the AWD system from the Skyline - I was just wondering is
that a good thing? And around how much should I be paying?
Stats are as follows... 1990 Nissan Pulsar GTi-R, 2 litre turbo, 5 speed,
55,000km, pretty good shape - I would give it a 7 out of 10. And this looks like
the one you described with no rear wiper, a/c, power windows, locks, etc. If
there is any additional information you can give me on this special Pulsar I
would greatly appreciate it.
There’s not much info available on
this rare beast. The normal GTi-R has some handling
deficiencies and we can only imagine that the electronic active torque-split AWD
system would give a better balanced vehicle. Note that electronic adjustment of
this type of torque split system can give tremendous handling
improvements. We’re not sure how much a rare car
like this is worth here in Australia– let alone in Canada! But, yes, it does sound great.
In Part 2 of “Peanut Projects'' (Peanut Projects - Part Two)
you suggested that modifying a Mitsubishi Magna is a good idea.
I agree that they are actually quite a good car, but I do recall reading your
review of the 180kW Ralliart Magna and you stating that the chassis just cannot
handle the extra power and torque and that the Ralliart Magna is the worst front
wheel drive car you've ever driven. All this by only increasing power by 17kW
and torque by 16Nm over the VR-X - not huge increases. So if you go increasing
power in your Magna won’t you end up with a worse car?! Better off just getting
the 163kW Sport or VR-X and don't touch it apart from maybe an exhaust system
change for better sound.
We didn’t say the Ralliart Magna is
the worst front-wheel-drive car we’ve driven. However, we did say, “the 180kW
Magna has the worse front-wheel drive behaviour of any standard car we've ever
driven". The problem with the Ralliart Magna
manual is the steering reaction from its front LSD – the auto version (with
traction control instead of a LSD) is much better behaved. With the exception of the Ralliart
Magna manual, no FWD Magna is fitted with a LSD so they can easily be
modified for more power without becoming such a handful. A good set of tyres
would be essential in the search for traction.
I saw one of your articles (Nissan S13 CA18DET)
and had a client email me regarding this. It has raised some concern and I wish
to address it with you - it was regarding the cost of importing an ‘89 Nissan
From experience, I feel that the price quoted is misleading and - as an
importer - feel it will cause buyers to lose faith in the import industry when
their expectations aren’t met.
“Thanks to the regulations for imported vehicles 15 years and older, the
early CA18DET-powered Silvia/180SX can now be purchased fresh from
Japan for about
AUD$6000. Add the expense of ADR-ing and you’re looking at an on-road cost of
The Japanese fees for buying a car at auction are around AUD$1100
Transport is AUD$300
Shipping to OZ is AUD$3000 including taxes, etc
Purchasing a reasonable car costs around AUD$3500
Compliance work amounts to approximately AUD$1000 - if the car doesn't need
new tyres and brakes, etc.
Registering cost AUD$950 (including stamp duty)
The Australian agent’s handling fee is about AUD$1000
I can’t work out how you can reach a figure of $7500 registered.
There might be a rare case where someone will fluke a car at the auction for
a very cheap price or buy a damaged car and repair it themselves - but that’s
not the norm. I know dealers in Melbourne and Sydney that would buy as many as
they could afford at AUD$7500.
We know of at least one Japanese
vehicle importer - http://home.iprimus.com.au/jverban/ - that
regularly imports 15 year old Nissan S13s. This web page currently lists six
1989 S13 turbos (Silvias and 180SXs) that are on their way from Japan priced from AUD$5500 to AUD$6800
(landed). Under the pricing schedule you
outlined, merely landing the car costs AUD$7900 – plus the Australian agent’s
fee. Obviously, the $ required to purchase and import a vehicle varies massively
depending on your approach. We recently purchased a 1989 180SX
from Yahoo Motorsports and got it on-the-road for just under AUD$8000 (which
included a few non-essential costs). Check out our 3 part series on ADR-ing a
180SX beginning at 15yo ADR-ing - Part One