The differences between Super Tourers and NZ Schedule S are explained in this article, written when the NZ Schedule S cars were invited to add to the grid (make up the numbers??) at Bathurst in 1998. Its clear to me that the Schedule S promoter, Tony Bunyan, was hoping that an international series could be developed around NZ Schedule S/ Euro Group N+ cars which he saw as comparable:
The following has been copied from the web:
http://www.motorsport.com/news/artic...148&FS=TOURING
Debut of Schedule S at Bathurst.
[/I]What are the main differences between a Super Tourer and a New Zealand Schedule S car?
When the New Zealand Schedule S Cars make their first appearance at Mt Panorama, Bathurst they are expected to be 15 - 20 seconds a lap slower than their Super Touring cousins. That is despite the cars having comparable engine capacities. Why ?
The Super Touring Class has evolved into one if the most sophisticated and technically advanced branches of Motorsport. Many of the major European Teams are subsidiaries of Formula One Companies and they bring to the Class many of Formula One's technical innovations. Consequently the cost of building and campaigning a Super Tourer is enormous and although there is little information on budgets, estimates range from five to ten million pounds sterling for factory teams in the British Touring Car Championship. Though Super Tourer regulations are strict, there are few parts of the car that can not be modified by Super Tourer Constructors to enhance performance.
New Zealand Schedule S cars on the other hand are disadvantaged by the regulations that govern them. Constructors are very limited in the number of changes they are allowed to make to improve performance. They do have one major advantage. The cost of building and campaigning them is considerably less than Super Touring and consequently competition between factory and private teams is a lot closer. It is for this reason that there is a groundswell of support for a new Touring Car Schedule based in part on New Zealand's Schedule S regulations and Europe's Schedule N Plus (a modified version of the underpowered Schedule N Class). If agreement can be reached we may be able to look forward to an exciting and truly international touring car class.
1. Engine
Super Tourer Considerable modification allowed, but limited to 8500 rpm [300 - 320 bhp?]
Schedule S Production engine with a set compression ratio 10:1 and prescribed maximum valve lift. There are few other allowances [200-220 bhp?]
2. Transmission
Super Tourer Sequential gearbox allowed. Gearbox ratios can be altered.
Schedule S Standard production gearbox with a dispensation for front wheel drive cars only to have one change of ratio.
3. Differential
Super Tourer Considerable freedom in the design and selection of differential ratios.
Schedule S Standard production with limited slip. Three ratios allowed.
4. Body
Super Tourer Aerodynamic assistance using wings and body kits allowed. Additional used of roll cage bars are allowed.
Schedule S No use of wings and although the roll cage is similar to the Super Tourer, changes from the basic design are limited.
5. Wheels
Super Tourer 18 - 19 inch
Schedule S 16 inch maximum
6. Brakes
Super Tourer Essentially free to decide on design (e.g. size, number of callipers etc)
Schedule S Restrictions on the number of callipers used [I]
Interestingly NZ subsequentley went down the Supercar V8 route and the rest of the world standardised on Super 2000 Touring Cars rather than continuing with the Super Tourers or going down the Group N+ route.