Driving in Australia
How To Get The Best Mileage Out Of A Hybrid
One of the main reasons that people purchase a hybrid car is because they want the great fuel economy of an electrical motor matched with the backup and power of a petrol engine. More and more car manufacturers are embracing hybrid technology (including plug-in hybrids) and when they promote their vehicles, one of the features that they love to highlight is the great fuel economy figures. Who doesn’t want to save a few bucks on fuel, after all?
Then comes driving in the real world. We all know by now that the fuel economy figures that they wave around with any car, whether it’s a hybrid, a petrol or a diesel, are all derived from test lab conditions where they don’t even pop the car in question out on a real live test track – no, indeedy, folks, they do it all in the lab where annoying things like crosswinds, slopes and the weight of the driver won’t make those L/100 km figures creep up. Nevertheless, you still want to get the most out of your new hybrid vehicle and keep those figures as frugal as possible.
The car will do its best to keep those economy figures at their best but the biggest factor influencing the fuel economy figures of a hybrid is the way that you drive. Here’s how:
Tip #1: Gently does it
Accelerate gently rather than roaring off and brake gently. This keeps your engine purring or ticking over in the green zone where you can use mostly the electric motor. What’s more, gentle braking and slowing down means that you can make the most of the regenerated braking energy, keeping the battery nicely topped up. So ease up on the feet and tread lightly if you want to reduce your footprint (doesn’t that clichéd metaphor work nicely here!).
Tip #2: Reduce drag
In their quest for great fuel economy, the design team of any hybrid vehicle have carefully considered drag and air resistance. As anyone who’s ever ridden a bike for a reasonable trip (i.e. over 1 km) will know, air really pushes hard on anything that moves and the more drag you’ve got, the harder the engine has to work and the more energy it consumes. This means that if you don’t need that roof rack or if you don’t need the windows down, don’t do it. Keep the outer skin of the car smooth so it slides through the air almost as efficiently as a fish through water or a falcon through the air…
Tip #3: Lose some weight
Get rid of the junk in the trunk. Here, I’m not talking about trimming down your waistline or your buttocks (although any weight reduction will make your car more fuel efficient) but all the clobber that tends to get stuffed in the baggage compartments. Drop off that bag of old clothes to the charity shop or whatever you need to do to ensure that you’ve only got the essentials in there (you are allowed to keep a raincoat in there just in case).
These first three tips may sound familiar, as these fuel economy tips (plus other basics like making sure the tyre pressure is right) apply to any vehicle, not just a hybrid. However, there are some other techniques that are for hybrids only.
Tip #4: Stay in the zone
Most modern hybrids, especially the ones put out by Toyota, have a handy little dashboard display so you know when the electric motor is at work and when you’re using fuel. Keep half an eye on this – as long as the traffic is light and you can do this safely – and ease off as needed. You may need to spend a bit of time if you’re new to driving hybrid vehicles getting familiar with your display at first.
Tip #5: Neutrality is not an option
If you’re in that familiar situation of crawling through lots of stop-start traffic, don’t be tempted to put the gear into neutral while you’re at a standstill. Your battery will start discharging, which means it may not have the oomph when you need it. You don’t need to put it into neutral anyway, so keep your hands off that gear lever!
Tip #6: Is it necessary?
It’s easy to just pop on all the conveniences like air-con, lights and wipers just in case. However, if it’s only a little bit warm and you’re not going too fast, how about opening the window a little to let the breeze in? (Yes, opening the window increases drag but it only does this noticeably when you’re at higher speeds; around town, it’s probably more fuel-efficient that the air-con). If there’s fog or dew on the outside of your windows, wipe it off with that junk mail in your letterbox or a tissue before you get in the car rather than popping the wipers on. If it’s only spitting lightly and the moisture falling on your windscreen is running or evaporating off quickly enough for it not to affect your vision, don’t bother with the wipers. If you can see 100 m ahead of you perfectly well and you’re not in a funeral procession, you don’t really need the lights. All these little things drain electricity from the battery, so the less you use them, the more the battery will be able to do to get you around town. Use these conveniences only when necessary.
Tip #7 Circulate
Having your climate control on recirculate is more energy efficient than having it on free-flow, because the system doesn’t have to work as hard to get it up or down to the right temperature, which reduces drain on the battery.
Tip #8 Love summer
Even hybrid engines hate getting started on cold winter mornings. Winter also increases the need for fog lights, headlights, heaters and windscreen wipers. It’s a little known fact that winter driving is less efficient than summer driving. There’s not much you can do about this one apart from being aware of it. Maybe the crafty people in your life can whip up an afghan or car rug for you so you don’t have to crank up the heater?
2017 Lexus IS200t & 2017 Lexus IS350: A Private Car Review.
Lexus released in late 2016 an update to their IS range. It’s available with a two litre turbo petrol, two point five litre petrol with a hybrid system, or a three point five litre V6 and a sole eight speed auto, across three trim levels, being Luxury/F Sport and Luxury Sport. The stylish and sleek looking cars have received some mild exterior tweaks and interior renovations. Private Fleet drives the Lexus IS200t Luxury and Lexus IS350 Luxury back to back.
In profile, the IS is a long bonneted, short tailed, beauty. In essence, it’s not unlike a car dubbed the most beautiful in the world, with that ratio, with Jaguar’s E-Type seen as such by one Enzo Ferrari. That profile has been a design highlight of the IS since its release and the 2017 version carries that on. It sits low, too, at just 1430 mm. LED powered lights fore and aft for running lights and tail, plus the IS350 has LED headlights and they look great bracketing the familiar angled hour glass grille motif. There’s a stylish, almost shoe branded, swoop from front to rear that rises from the sills to the rear wheel arch within the overall 4680 mm length, which is up 15 mm from the preceding model thanks to a new front bar design. The IS200t is on 17 inch diameter wheels with the IS350 on 18s, and both look as if they struggle to fill the wheel wells. Overall, however, it’s a handsome look.
Inside, it’s a different story between front and rear seats. In the back there’s enough leg and hip room for most thanks to the overall 1810 mm width, and plenty of head room too. It’s leather aplenty, and there’s the added bonus of sensibility, with heating and venting for driver and passenger seats. The onboard satnav is effective but has the annoying habit of telling you, 24/7, that you’re coming to a school zone. Surely a bit of software work can be done to change that to the days and hours required?
Back to the front and it’s here where the IS trips up. Totally at odds with the sleekness of the exterior and looking like a throwback to the 1980s, is a angular and messy mix. Protusions and curves collide to provide an unharmonious mix, plus there’s an odd gunmetal sheen to the plastic itself. It lets down the presentation as there’s otherwise reasonable ergonomics, great audio with DAB (with the 350 getting a Mark Levinson system), the mouse and touchscreen combination (both of which were slightly overhauled, with the screen going up from seven inches) which becomes quite intuitive, and easy to read screens (also redesigned).
A console mounted a dial for drive modes (which shows on the dash screen) and steering wheel buttons from the Lexus RC line of vehicles which are soft touch and simple to use again at odds with the pyramids of the dash. If there’s a highlight amongst the seeming jungle of jumble, it’s the analogue clock, proudly sited right in the centre of the upper dash. It’s a metallic look by day but glows a soft white in the darkness. There was also a (optionable item) full glass roof fitted to the IS350 .
Engine wise it’s a pairing of turbocharged four cylinder and naturally aspirated 3.5L V6, both with a close ratio eight speed auto and Stop/Start technology. There’s 180 kW or 233 kW, and 350 Nm or 378 Nm, delivered at 1650 rpm or 4800 rpm. These last two give each car utterly different driving characteristics; the IS200t will launch well and continue to pull through to over 4000 where the power band comes in.
The IS350 will pull hard but doesn’t have the same feeling of urgency. What it does have a far, far, better soundtrack than the smaller engined version. Planted hard, the right foot has that 3.5L V6 go from a bellow through to a howl to a metallic keen that sounds fantastic and intoxicating. The turbo four lacks the ability to caress the eardrums the same way but is a more user friendly drive. With the torque coming in so low and available over a wider range, the IS200t becomes the better choice as a driver.
The steering ratios feel different,and each has variable ratio geometry which tightens up a turn or so either side. The IS350 feels less wieldy, more leaden, compared to the more responsive and nimble IS200t. Yet the conundrum is that, according to the Lexus website, the IS200t is 35 kilos heavier, at 1680 kg, than the 1645 kg IS350. Put it down, perhaps, to the broader range of torque, the seat of the pants saying that the IS200t is somewhat more dynamic than the IS350 although there’s a dedicated performance damper setup in the front for both along with aluminuim lower suspension parts.
Therein lies the rub. As of March 2017, driveaway pricing has the IS200t at just over $65K and the bigger engined version at around $7K more, with a hybrid version slotted in between. As an overall drive, the IS200t has a touch more finesse, a touch more conversational ability, a slightly better ride but neither match, to be blunt, the ability of the Megane GT tested just a week or so before. Then there’s the fuel costs…both are rated to run on a minimum of 95RON, for starters. There’s a reasonable fuel capacity of 66L, and the IS200t is rated at 7.5L/100 km, against the 3.5L’s 9.7L/100 km (combined cycle quoted).
Bearing in mind the performance aspects of each, and that the IS350 seemed more responsive and performance luxury oriented only when really given some stick, those figure would very quickly be broken. As it was, the IS200t finished at around 8.5L/100 km and the other closer to 11.0L/100 km. The range for the bigger engined car was also less than the smaller and did in fact require topping up twice before returning the vehicle.
This is even with (both vehicles) the drivetrain slipping automatically into Eco as a gauge after acceleration, but will remain in Sport until told otherwise. And there were times when Sport did actually make the drive better by providing sharper throttle response and acceleration. The IS200t did feel, too, as if it moved around more than the IS350, but overall felt just that bit more engaging to drive. Braking? Neither felt as if the pedal wasn’t connected, with bite straight away and a beautifully progessive response as you press harder, allowing the driver to judge precisely just how much was needed for the stopping distance.
To offset this, Lexus do offer a standard 48 month/100,000 kilometre warranty, and 48 months roadside assist, plus a bucket load of standard equipment. There’s a full leather interior, a pedestrian sensing bonnet that fires up should a human intrude, Lane Change Alert, Blind Spot Monitoring, Emergency Brake Light (rapid brake light flashing), and the obigatory reverse camera with lane guidance. You’ll also get the Lexus Safety System+, which consists of a Pre-Collision Safety System, Active Cruise Control, Lane Departure Warning+ with Sway Warning Systen and Auto High Beam. There’s also a Tyre Pressure Monitoring system on board.
At The End Of The Drive.
There’s pluses and minuses with these two. A better sound system in the IS350 (which is an optionable item, by the way, in the F Sport Enhancement pack) against a more frugal and better handling IS200t. Hard core dedicated LED headlights in the IS350 and a far more aurally attractive soundtrack aren’t enough, in this comparison, to overcome the cheaper to buy and run and seat of the pants better handler IS200t. Head across to 2017 Lexus range. for more info about all cars in the Lexus lineup for 2017.
Blue Oval Blues: The Demise Of An Icon.
October 7, 2016, just before 10 am in Melbourne, Victoria. We knew it was coming, we tried to deny it was coming but, inexorably, it arrived. The final Australian built Ford was rolled off the assembly line and the factory fell silent.
91 years. Three million, eight hundred and fifty three thousand, four hundred and thirty seven Falcons later, the last being an blue XR8 Sprint (an homage to the nameplate from the late 1960s), it’s over. Prior to the Sprint, there was a white Territory and a blue XR6. These cars were sold at an auction, raising money for charity. The FG-X Falcon XR6 sold for $81500, the ute XR6 went for $81000 and the Titanium Territory was passed to its new owner for $68500. However, there were three cars that Ford built without ID plates, making them unsaleable and will be kept by Ford for display in their museum.
But there’s much more to Ford in Australia that the events of October, 2016. It’s not commonly known that Ford Australia was founded as an outpost of Ford Canada, a then separate part of Ford USA, as Henry Ford had granted manufacturing rights to Commonwealth countries, except for the UK, to Canadian investors. The very first cars built were assembled from CKD (complete knocked down) kits imported from Canada. These were built in a disused factory from June of 1925, just three months after Ford USA announced that Geelong would be the home of the Australian outpost. The car? The famous “Model T”.
Australia’s Ford history can be tied into innovation; it’s widely accepted that the first coupe utility, or “ute” as it’s best known, originated in Australia and built on a Ford chassis. It’s said that a farmer or farmer’s wife needed a vehicle which could be used to church on Sunday and transport livestock the next. Released in 1934, the design of Louis Bandt, an engineer with Ford, was also born out of economic neccessity. Banks during the Great Depression would not lend money for cars but would for work related vehicles. The coupe utility fitted the bill.
Motorsport has played a huge part in Ford Australia’s history, although in the last couple of decades that gloss has faded. Such was the pride Aussies had in their largely homegrown cars, that a win on Sunday translated into a sell on Monday mentality. The brutal XY GTHO found itself a place in history when it became the fastest four door sedan (or saloon) in the world and had a moment in time frozen forever when Wheels magazine ran a story with the now infamous picture of the car’s speedometer showing 140 miles per hour in a blast on the Hume Highway, running between Sydney in the north, through to Melbourne in the south, in 1971. With Ford’s 5.8L Cleveland V8 sitting under the “shaker” air intake, feeding a four barrel carbie, a plastic chin spoiler and rear deck lid wing, the “Hoey” not only looked the part, the sounds it made when pushed in anger added to the presence.
In the late 1990s, Ford unveiled the R7, a concept car. A large SUV, with rounded and smooth body panels, it would be finalized into production as the Territory and has since bene regarded as one of the best of the Australian made cars. Ford Australia also utilised turbocharging, with their alloy blocked 4.0L six cylinder, which replaced the archaic 4.1L iron blocked engine, finding itself a home inside a range of sports themed cars with the XR nomenclature. The XR6-T and its Ford Performance Vehicles (FPV) siblings would also create their own niche in history, as would the name, Tickford.
Although Australia has flirted with hard top two door cars in a mainstream selling environment, sometimes they’ve proved hard to shift and motorsport has helped out in the background.
Legend has it that some four hundred odd XC Falcon coupes were proving hard to shift and a marketing decision was made to repaint them. With a white body and blue striped look, the Cobra was born and it’s now history that two of them finished in a one two formation at Mt Panorama.
It’s fair to argue that some of Australia’s best looking locally manufactured cars were of the two door design. Chrysler had the Valiant Charger, with a distinctive advertising campaign involving two raised fingers. Holden had had the Monaro from the late 1960s and the two door LC/LJ Toranas before a body swap to the LH/LX and UC Torana.
Ford had had the XM and XP coupe, a beautifully balanced design before leaving that area and revisiting with the coke bottle flanked XA Falcon. The next model, the XB, had a slightly more muscular look with the redisgned front and tidied tail lights but the XC was destined for world wide fame, thanks to a cop in black leather…
Mad Max not only showcased the stark and barren beauty of the Outback, it allowed George Miller to share the evil and demonic black painted, supercharged, dual 44 gallon drum equipped monster that was the XB Falcon coupe and Max’s ride. Sadly, the next model, the XC Falcon would be the final Ford Australia factory produced “tudor”.
Ford’s also made decisions that have backfired in a sales sense; they cancelled off V8 engines in the early mid 1980s, leaving their primary opposition, General Motors Holden (at the time) to run away with the market when it came to these powerplants. It would be some years before Ford Australia once again slotted V8s into the cars, in 1991. They were also Canadian sourced, and somewhat different to the engines made and used in the United States.
Holden and Ford had also gone head to head when it came to luxury cars. Ford had the Fairlane and LTD, with Holden matching up with the Statesman and Caprice. In December 2007 Ford deleted the Fairlane and LTD, citing lack of sales as being unviable, again leaving the market door wide open for Holden to continue.
Depending on the Falcon car they were based on, the Fairlane and LTD were long, large, and imposing vehicles, all the way from their launch through to the BA Falcon, where that commanding and majestic look disappeared, along with their buyers.
Ford Australia also manufactured cars in other locations to Geelong; between 1981 and 1994, the Laser (one of many cars Ford shared as a platform with other makers such as Mazda) was built in Homebush, the site for the 2000 Olympics. The Ford Anglia, Cortina, and Escort, were built in Australia and based on the cars from the U.K. Mazda donated the 626 which would become the Telstar until Nissan’s Pintara became the Ford Corsair.
Perhaps, though, Ford Australia’s history can be seen by many as stemming from the Ford Falcon of 1960, effectively a right hand drive conversion of the American Falcon. Designated the XK, the range would see the introduction of utility and panel van bodies, however Australian roads, particularly in rural areas, soon proved to be the car’s undoing and subsequent engineering work saw the release of the XL. 
In 1964 the XM Falcon was unveiled, with the first fully Australian designed Falcon body. A year later the XP was released and introduced the Fairmont name. The XP was also the model that concreted teh Falcon into Australian sales, with then deputy manager, Bill Bourke, conceiving a plan to demonstrate the cars durability. A fleet of cars would drive for 110,000 kilometres at over 110 kmh at the You Yangs proving grounds, successfully showing the Australian engineering had improced thecar substanionally over its forebears.
In 1966 the car moved from a smooth and curvy look to a sharp edged, blocky design based on the third generation US Falcon. It was also the first model to have a V8, the 4.7 litre or 289 cubic inch powerplant. The long running 144 ci engine from previous models was deleted, leaving the once optionable 170 ci engine as the standard engine. The XR covered all bases, with Falcon, Falcon 500, and Fairmont sedans, Falcon, Falcon 500, and Fairmont wagons, Falcon and Falcon 500 utilities, and the Falcon Van all being made available.
As the American Falcon had strong ties with the Mustang that had been released in 1964, Ford Australia capitalised on that by unveiling the XR Falcon GT, packing a 225 horsepower or 168 kilowatt 4.7L V8. The XR was updated to the XT in 1968, offering a new V8 at 302 ci or 4.9 litres, plus a new 3.1 litre straight six or 3.6 litre six. 
A rework of the external design had the 1969 XW Falcon looking more muscular and hard edged, plus the soon to be legendary 5.8L 351ci was added. Again sourced from Canada, the engine offered, as standard, 291 horsepower or 217 kW, exiting through a dual exhaust and breathing in through a bonnet mounted airscoop for the GT variant. It also saw the introduction of the now iconic “Superoo” decals for the sides of the car.
August of 1969, just days after Armstrong and Aldrin had walked the moon, saw another memorable moment in time. Australia was given the GT-HO. Initially using the “Windsor” V8, it was soon changed to the “Cleveland” pumping out 300 horsepower or 221 kW. There was also an uprated suspenion, hence the HO or “Handling Option” part of the name.
That legend continued to grow with the introduction of the XY nameplate. With only minor styling changes it was the the “Shaker” air intake that many would identify the XY with. Top speed would be generally recognised as 141.5 miles per hour, or just under 228 kilometres per hour. The name “Phase 3” is also strongly identified with the XY GT-HO.
Ford America ceased production of their Falcon in the very early 1970s, with Ford Australia’s design and engineering team producing the XA. It’s the model that reintroduced the two door configuration and is also identified as one of the three cars associated with the “Supercar scare”, with the mooted Phase 4 seeing, allegedly, just three examples being produced.
The XB and XC updates saw some notable external changes and with the XC, a redesign of the dashboard, the “crossflow” head design for the six cylinder engine, and Australia’s first suspension built around using radial ply tyres, known as “Touring Suspension”. 
The XC is also the model that saw Ford utilise the last remaining two door bodyshells, as mentioned earlier, which gave the Australian motoring public the Cobra. They were individually numbered, rolled on 15 inch diameter wheels with a design intended to help brake cooling and motorvated by a mix of 302 ci and 351 ci engines, painted in that now iconic blue and white colour scheme.
Ford Au would move to a Ford Eu influenced design with the introduction of the XD. The 4.1L would gain an alloy head, increasing fuel economy and power slightly. 
The XE gave the Falcon a more angular front and the XF of the mid 1980s saw a softening of the design, with a rounded nose and more integrated tail lights. The XE would also be the first Falcon in over a decade to outsell its main opposition, the Holden Commodore, also a Euro based design. It was also the the last model to see the V8 for some time.
The XG nameplate was applied to the two commercial derivations, the ute and panel van, and saw the introduction of a new powerplant, the slightly downsized 4.0L six, the loss of the archaic three speed automatic transmission associated with the Falcon for decades and a new five speed manual. The range was built on the XF platform whereas the Falcon had transitioned to the ovoid shaped EA and EB. Even the XR6 nameplate, seen in the EB, was brought in.
The Falcon had updated to the EF in the mid 1990s, with a slimline look to the front end, sleekly integrated headlights and a more curvaceous styling. The 4.0L engine was upgraded to an electronic ignition system and power saw an increase to 157 kW. The EL was a facelift, externally, however the standard six was refitted with the distributor ignition system previously deleted.
Ford Australia’s great hope, the AU Falcon, was released in 1998, utilising Ford’s “New Edge” styling. It was almost immediately condemned for its looks, and changes to the original look were implemented quickly with the April 200 series 2 and September 2001 series 3 updates. They included changes to the grille design, a raised bonnet and bigger wheels. 
September 2002 and a half billion dollars later, the BA Falcon was released. A flatter, less rounded and edge oriented design, inside and out, the BA went a long way to reversing the sales drop the AU had brought and won the Wheels magazine Car of the Year award. The BA’s interior was a more cohesive design and saw the introduction of the LCD screen Interior Command Screen. There was also the introduction of the “Barra” range of sixes, including the weapons grade potency of the turbocharged 4.0L. Throwing out 240 kilowatts and a massive 450 Newton metres of torque, it was just 22 Nm shy of the standard 5.4L US sourced alloy V8 also used.
2004 had Ford release the Territory, Ford’s entrant into the burgeoning SUV market and an immediate sales success. It was based on the BA’s floorplan, complete with the independent rear suspension that Falcon’s handling prowess had been lauded for in predeceding years. The BA would also be followed by the facelifted BF before a heavily revised external FG series was released in 2008. The range saw the dropping of the Fairmont and Futura name, the latter a name resurrected from the 1960s for the AU. Modifications to the turbo six saw torque reach an astounding 533 Nm.
The final Falcon, the FG X, was also the first Falcon with a three letter nomenclature and again saw a substantial external redesign. Criticism of the car centred aound the almost unchanged dash even though the abilities of the electronics had increased since the BA. But in a nod to history, the X refers to the history of Falcon, going all the way back to the 1960 XK.
Although Ford Australia has ceased to be a manufacturer, it will still be heavily involved with the world market. Research and Development, R&D, with the legendary You Yangs proving ground, will continue to be part of the global network. It also allows Ford Australia to source some of the world market cars; the Mustang has made a huge impact in the world market and especially in Australia, partly though, to the detriment of the final runs of the Falcon and derivative models.
Fatalities Are Up. Why?
No apologies for the bluntness of the title. However, I’ll clarify that the following is specific to New South Wales, with information provided courtesy of the NSW Government’s Transport for safety site.
Why this, though? It’s simple. In NSW, the most populous state in Australia, there’s been an unexpected and unwelcome spike in road deaths for 2016 compared to 2015 and what’s called the three year average. Naturally, the road safety organisations, police and government are left scratching their heads as to why. Although it’s been a downward trend, the rise that’s concerning the relevant bodies started in mid 2015.
Here’s something that stands out: in NSW, men are twice as likely to die on the roads compared to women with last year’s toll almost exactly the same as the three-year average for men (121 in 2015, 121 on average) and women (56 in 2015, 53 on average). But in 2016 (at the time of writing), it’s 167 men to 54 women. The age breakdown raises eyebrows too. It’s the 40-59 year old age bracket that heads the list. So far in 2016 there’s 65 compared to 49 last year. That’s also 23 and 19 more that the 17-25 year old males for the same time periods. In the 26-39 slot, there’s almost identical numbers, with 37 this year compared to 35 in 2015.
Unsurprisingly, it’s on country roads where more people have lost their lives. 2015 saw 113 in total, 2016 has already exceeded that, with 142. The three year average before was 118. On suburban roads, the difference is marked: 79 for 2016 versus just 65 for all of 2015. In a look at who, it was the car driver that lead the tragic figures, with 109 this year, against 78 for 2015. Motorcyclists are on an upwards trend, with 31 in 2015 but already 34 in 2016. Frighteningly, there’s already 46 pedestrians listed for 2016. That’s a jump of 14 compared to all of 2015.
What isn’t listed is a breakdown of the causal factors, however senior police said: speed, intoxication, fatigue and distraction are consistently key factors of recent fatal accidents: all elements that are a driver’s responsibility. “Out of the five fatalities, four were males; in all five cases, the actions of the driver involved will be the subject of each investigation; in three of these crashes, a vehicle left the road and hit a tree or power pole.”
“Those speeding, drink or drug driving, not wearing a seat belt or proper helmet, fatigued or distracted, are the ones that continue to put themselves, their passengers, and other innocent road users all at great risk, which continues to cost lives on our roads.”
The bottom line is this: don’t drive like an idiot and use some common sense and courtesy.
Level 2, 9 Help Street