the Tribe


Letter of the Month winner Ryan will be donning an Aston Martin Red Bull Racing cap, just in the paddock, $200 and a subscription. Next month, our pack includes a $200 cash prize, subscription and this trick Lexus F Sport ‘carbon fibre’ card wallet. We award ideas, opinions,




I HAVE a few thoughts on the news Australia might stipulate new cars to be fitted with speed-limiting devices in line with EU legislation.

One, I do my speeding at the track, does this mean I can get a ‘speeding’ licence much like I am able to get a ‘firearms’ licence? I understand why they are going to do it, but surely this will force all rev heads to never buy a new car again. Or, maybe the GPS system in the car could remove the limiter when it detects you’re on a track? Sure, I can live with that. But sometimes a zero-tolerance approach doesn’t work.

Look at how the ‘law enforcers’ cracked down on modified car scenes.

What’s happened 15 years later after that time is manufacturers are making cars out of the factory so hot anyone can get their hands on a 300kW family car. Speed limit these? No worries, they will concentrate on marketing how fast a car can get from zero to the limit. The next minute we are all driving cars that will knock over 100km/h in three seconds.

The whole idea is fraught with unanswered questions. It seems any GPS speed limiter will be able to be overridden, but how long will that be a thing? And if so, how will state governments replace the lost annual speeding fine revenue of around $1.1 billion? That’s just the tip of it.

Ryan Clarke, via Facebook


I purchased a 2018 Mustang GT last year with the 10-speed automatic and the MagneRide suspension as the only two options. Its 0-100km/h time is tested at around 4.5 seconds. I can’t recall anywhere that figure has been bettered in a ‘tuned Mustang’.

I mean, if a locally tuned Mustang is genuinely massaged up to 373kW, for example, I expect 0-100 times in the mid-three second range. I ain’t seen it.

Yeah, it’s a thing. We have seen tuned Mustangs go considerably quicker than stock ones, though. The supercharged CSV, twin-turbo CSV, Mustang Motorsport 727 and supercharged Streetfighter ’Stangs - all cars we’ve independently performance-tested - have registered 3.78sec, 4.0sec, 4.19sec and 4.27sec 0-100km/h respectively.

Peter Steele, via email

Quite a bit quicker than if they were stock, so it is possible...


A long time reader of MOTOR here, love the mag, but it would be great to see more content on the locally made Barra engine. Maybe a tribute feature, displayed on the cover too?

We’ve done a fair bit of Barra stuff in the last six to 12 months, Aaron, feels like we’re flogging an old horse. We’ll investigate whether there’s a new story to be told.

Aaron Wilkie, via email


Thanks for the March issue’s Tyre Test. I have been reading them for as long as you have been doing them and despite occasional methodological criticisms over the years, I hope that MOTOR and its stablemates continue to do them.

Of particular importance is the testing of ‘regional’ tyre types, which won’t appear in the European tests. The RE003 is a perfect example.

One suggestion though - play around with front/rear relative tyre pressures a bit. My advice is structures vary and lead to handling profile variations even with the same tyre pressures.

So, if replacing a given tyre set with a set of a different type, don’t assume they will behave the same on, say, the manufacturer’s placard pressures. When the tyre has settled a bit, try varying the front/rear relative pressures to sought handling behaviour.

In regard to the RE003’s behaviour on the test’s tighter turns, it would have been interesting were you to have tried relatively higher front pressures (raise the fronts, or drop the rears) to see if you could get more consistent handling balance across the range of corners.

Peter Davson-Galle, via email

We start with placard and adjust up and down as temperatures demand, but our sense is that only very minor changes to a road car’s balance will be possible by experimenting with tyre pressures.


Ed Luck

1994 Mitsubishi Legnum VR4 | 2.5-litre V6TT, 285awkW/520Nm (modified) | ODO 155,000KM | OWNED FOR 4 YEARS & 8 MONTHS

WHAT DO WE HAVE HERE? The famous Mitsubishi Galant VR4, or the Evo zero, this is effectively a generation of that. That was only a four-door sedan and used the 4G63 four-cylinder engine. In 1996, they released the 2.5-litre V6 and VR4 again, standing for Viscous Realtime 4WD, apparently. They also released a wagon in Japan called Legnum.

WHY THIS? I’ve always liked having a vehicle, even with motorbikes, that can do a little bit of everything. I needed a project car, investigated the Legnums, and read: ‘great shopping trolley’, ‘turbocharged’, ‘you can make them handle’, and the light bulb went off. I went straight to the Cars For Sale section on the forums and found a VR4 Type S, the one with the AYC diff and a facelift, for $6K because it wasn’t roadworthy. It only needed an hour’s work.

MODS? It has flowed heads, higher lift cams, custom turbos, a forged bottom-end, full exhaust system, rebuilt gearbox, new transfer case, Evo 8 MR Super AYC rear diff. An original car is quoted at 206kW at the flywheel and at the wheels on a chassis dyno is about 130kW. This car now, on E85, is 281kW at all four wheels. That’s more than double the power. But… I want more. I want 300kW on the wheels on 98 RON, or 350kW with E85.

AND DRIVING IT? The first mountain run was amazing. It lights the front tyres as you come on boost. I drive it daily, get the shopping in it, go to the beach with the dog in it. The only thing I don’t do is commute in the city. It’s a manual and heavy traffic is horrible on your left leg. Oh, and on E85 it gets 300km to a tank.

PLANS? Plans are a body respray, fixing all the small dents, bigger turbos with 500 horsepower at the wheels. There are people out there with that figure with the work completed by the same bloke who worked on my car, Transformance Mechanical Engineering.


I think your slogan, “POWER, PERFORMANCE, PASSION”, is very much demonstrated by the team at MOTOR. The editor’s column is actually meaningful (thanks, Dylan, for not shaming motorcycle enthusiasts like that other magazine). Personally, as a mad Porsche enthusiast, I have enjoyed the past few issues (mind you, the Cayman and Boxster are not real Porsches); I enjoy the thoughtful, intuitive layout of the magazine and the insightful articles littered with bits of humour.

Speaking of Porsche, I was surprised when MOTOR magazine didn’t cover the GT3 R winning (or ramming the other cars without penalty) the Bathurst 12 Hour. I think many readers would like a little snippet of the latest racing news.

Speaking of racing, it seems as our track cars become faster and more capable, manufacturers have turned to things like speed limiters; where did the good old days of blowing out your engine go? I also think society has gone too far in blaming cars, not the drivers.

The car enthusiast is a rare breed nowadays. Perhaps one day we will find ourselves on display in a zoo. However, until then, let’s drive (and hop on the sim - I’m not of legal age to drive) like there is no tomorrow.

Good on you, Antony, keep the passion up, mate.

Antony Luo, via email



I have three goals I’d like to achieve; own an HSV, an R33 Nissan Skyline and travel to America to do everything car related. Pretty achievable for most people, but for me a little harder.

I suffer with social anxiety, depression, ADHD inattentive and autism. I have a very difficult time finding a job.

I finally saved up to an R33 GTS-T auto with hail damage, but it had LMGT1 Nismo wheels on it. My plans were to convert it to manual and fix the paint/dents. Unfortunately it has accident damage in the front and I might have to sell it, which will be heart breaking.

I love every car ever made and can see beauty in all of them, from supercars to old farm trucks. Cars bring me so much happiness, I feel like driving is the only time I have any confidence.

Getting behind the wheel is a medicine for all of us. Just keep driving.

Anonymous, via Facebook

On The Wires

Tag your pics with #motormag so we can find you

1. hacaosuka_designs on Instagram

The super-lightweight (paper) Nissan R34 Skyline GT-R Nismo.

2. Kaelen Barlett on Instagram

“Went to see my mum this arvo, she is in hospital. She bought me this awesome #motormagazine...”

3. on Facebook

“Tidy Elise.” Hear, hear.

4. Fezz Zi on Facebook

“Today I’ve learnt that it doesn’t matter what car you drive, it’s the experience you get. ”

5. Juzza048 on Instagram

“The owner has nailed it with this one” - We agree.


I realised I have been a loyal reader and subscriber for 31 years! Bloody Hell! During that time I have loved this magazine with my all-time favourite cover and article being that of Modern Motor with a blue XD Falcon ‘Grand Prix’ build by Dick Johnson. God I wanted that car as a young fellow and I would hate to think of its value now.

But I feel we have grown apart. We just don’t like the same things anymore. You keep wearing the same clothes each month just styled differently and I feel the upcoming years are just going to be nothing but Mustangs and Camaros.

Chris George, via email

Can’t have a subscriber of 31 years leaving us - we will try harder.


While entertaining the idea of the eventually owing a bucket-listed muscle car, I have come to the crunch of having to choose between a Mustang GT and Camaro SS. Now, styling-wise both have their merits: extra points for the Camaro being less ‘common’ on the street.

My dilemma is in regard to capacities and how a 5.0 engine can be competitive with a 6.2? I’m not the most technically minded person, but shouldn’t a bigger engine produce more power? I know modern engines are now being designed to extract capacity-defying results from smaller engines. Is it due to the Coyote engine having DOHC and variable timing, as opposed to the older pushrod tech in the Camaro which also has variable timing? Which is the better engine? Should it matter?

I suppose I should be just grateful that we have access to these beasts in Australia now. Both look and sound awesome and I suppose it comes down to personal preference, or which team you ‘bat’ for in this scenario. I know the conversion of the Camaro adds price and some quirkiness in the process, whereas the Mustang comes here premade. Feel free to comment…

Nick Basilou, via email

Think about how much air (and therefore fuel) is going into the engine each minute. The Mustang’s smaller 5.0litre revs a lot higher than the Camaro’s 6.2 so there are just more combustion events within that minute. However, a Camaro might have less combustion cycles per minute but with a bigger combustion chamber, it can take in more air, and fuel, and produce a bigger bang to make an equivalent output.


I wanted to thank you for the excellent compilation of performance Falcons that featured in the recent 2000-2016 collectors’ edition. I own two AU III XR8 sedans, one manual, one auto, both are mint low-km cars. My good mate has a stable of TE50s and P250 utes, also in exceptional condition. We are both based in Sydney if you’re ever chasing some examples worthy of print!

Cameron O’Brien, via email

Copy that, Cameron!