Tuesday, December 25, 2007

2008 FORD Mustang Shelby Cobra GT500

2008 FORD MUSTANG SHELBY COBRA 500GTKR 40th anniversary edition will be introduced with a 540 hp engine,featuring classic shelby KR design cuesand Ford racing performance upgradesthis GT500 KR will be produced in a limited run of 1000 units arriving spring 2008..

The KR's 5.4-liter V-8 Gets the Royal Treatment

Just like its namesake, the 2008 'King of the Road' packs a walloping dose of Ford performance power under its massive composite hood scoops. The Ford SVT-engineered 5.4-liter supercharged V-8 is treated to a Ford Racing Power Upgrade Pack that boosts horsepower to an estimated 540 and torque to 510 ft.-lbs., thanks to revised ignition and throttle calibration and a cold air intake system that replaces the stock unit.
Calibration modifications include advancing the ignition timing as well as re-mapping of the electronic throttle settings to provide quicker throttle response for better off-line and mid-range acceleration. Increased throttle response will be met with a sharper roar from the Ford Racing-inspired exhaust system.
Power is delivered to the rear wheels through a Tremec TR6060 six-speed manual transmission and 3.73:1 rear axle ratio, upgraded from the standard GT500's 3.31:1. Gear selection is courtesy of an all-new Ford Racing short-throw shifter making its debut on the KR. Topped with a white ball, the new shifter is 25 percent shorter than the unit on the GT500 providing for crisper, sharper shifts.
Ford SVT, Ford Racing and Team Shelby worked together to develop the KR's suspension tuning. Based on initial work by Ford Racing and the team at Shelby, often at Shelby's own facility on the grounds of Las Vegas Motor Speedway, Ford SVT chassis engineers will apply fine tuning techniques to prepare it for the streets.
Chassis engineers worked closely with the engine department in a holistic approach to the development of the KR, tuning the suspension to best optimize the engine enhancements.
The GT500KR will feature unique spring rates, dampers, stabilizer bars, and strut tower brace, all designed specifically for the KR, to deliver the precision handling package.

The show car wears exclusive, Shelby-designed 20-inch, forged, polished aluminum wheels with special custom center caps, mounted on Pirelli rubber. Production models will arrive with an 18-inch version of the design.
Each KR model is identified by special 40th Anniversary KR badges on the fenders and grille, distinctive body colored mirror caps and Shelby lettering stretching across the front of the hood and along the rear portion of the deck lid. A special Shelby VIN tag is affixed to each vehicle, mounted in the engine compartment.
The all-leather interior features Carroll Shelby signature embroidered headrests and an official Shelby CSM 40th Anniversary GT500KR dash plate mounted at the top of the center stack.

engine : Aluminum Mod V8
position : Front Longitudinal
aspiration : Screw-Type Supercharger w/Air-to-water Intercooler
valvetrain :DOHC, 4 Valves per Cyl
fuel feed : Electronic, Returnless & Sequential Ignition
displacement: 5409 cc / 330.1 cu in
bore :90.22 mm / 3.55 in
stroke : 105.8 mm / 4.17 in
transmission: Tremec TR6060 6-Speed Manual
final drive : 3.73:1

Sunday, December 23, 2007


As expected, Subaru's compact cars are redesigned for 2008 with fresh styling, new features and slightly larger dimensions. The Impreza line consists of sedans and four-door hatchbacks in Impreza and sportier Impreza WRX form. The hatchbacks replace the previous wagon body style. SUV-flavored Outback models will retun, but Subaru hasn't yet released details; same goes for the high-performance WRX STi model.Every 2008 Subaru Impreza and WRX comes with all-wheel drive and a 2.5-liter four-cylinder engine with horizontally-opposed cylinders. The base models have 170 horsepower, the sporty turbocharged WRX versions 224. Expecte the next WRX STi to have at least 300 horsepower.

All 2008 models offer five-speed manual or optional four-speed automatic transmissions. Subaru says engine retuning has reduced emissions versus previous Imprezas while providing slight improvements to both fuel economy and low-speed acceleration. An antiskid/traction-control system is newly available -- and rare among mainstream compact cars. Newly standard are curtain side airbags, joining front torso side airbags and four-wheel antilock disc brakes.The 2008 Subaru Impreza and WRX ride a new platform and Subaru says the cars are more spacious inside thanks to a wheelbase (distance between front and rear axles) increased by 3.7 inches to 103.1. Sedans are 4.5 inches longer than before, at 180.3 inches; hatchbacks are 6.5 inches shorter than that, due to different rear-end styling. Width stays about the same, while height adds an inch or so. The new platform also brings a more-compact rear suspension, with a double-wishbone layout replacing a multilink design.

Outside, the 2008 Subaru Impreza and WRX bear a strong resemblance to the Mazda 3 sedan and hatchback. This may not be coincidence, as the Mazda 3 has made a big impression on younger buyers both in Japan and North America.

The 2008 Subaru Impreza sports a new "corporate" grille: a U-shaped cross-hatch affair topped by a bright "spread wing" bar bearing the Subaru logo. Look for this theme to appear on other Subaru cars to replace the three-element "airplane" motif that most people thought unattractive. As before, WRXs are distinguished by a large functional hood air scoop and standard 17-inch wheels versus 16s, but other "rally racer" styling cues have been erased to create a more subtle and mature appearance. It also means WRXs look much like the base models, though there is an optional "aero" appearance package for extroverts.The grille's "wing" shape reappears inside on a new-design dashboard with space for an optional navigation system, Impreza's first. The navigation screen powers up for access to an available six-disc CD changer. Scalloped door panels help increase shoulder and elbow room despite the little-changed exterior width, while the added height and wheelbase should mean extra head and leg room for rear passengers. All models come with 60/40 split-folding rear seats.

You can't sell a credible "youth car" these days without a plug-in for digital music players, but the 2008 Subaru Impreza and WRX go a step further. With the optional navigation system comes a console-mounted plug-in for using the dashboard screen with a video DVD player or game console (PlayStation or Xbox).

2008 Subaru Impreza and WRX Preliminary Specifications

The BasicsVehicle Type: compact sedan, four-door hatchback


Drive wheels: all

Engine: 2.5-liter horizontally opposed four-cylinder (turbocharged on WRX)

Horsepower: 170 (Impreza), 224 (WRX)

Torque: 170 pound-feet (Impreza), 226 (WRX)

Transmission: five-speed manual, optional four-speed automatic


Wheelbase: 103.1 inches

Length: 180.3 inches (sedan; hatchback 173.8)

Width: 58.1 inches

Height: 68.5 inches

Base curb weight: 3,050 pounds

Friday, December 21, 2007

Chevrolet Volt concept

Chevrolet Volt, a concept from GM showcasing its latest "E-Flex" technology. This features electric motors to propel the vehicle, with an internal combustion engine to provide recharging, as well as provision for ordinary plug-in charging. The Volt has a 3 cylinder turbocharged 1-litre powerplant to provide the recharging capability. This engine has a fuel tank of 54.5 litres capacity and is also able to run off E85 ethanol. The system can be adapted to suit various markets, and diesel, petrol, hydrogen and ethanol are mentioned as examples of the fuels that could be used by the recharger motor. Actual propulsion for the Volt is via a 160 bhp (120 kW) electric motor which provides a respectable 8 second sprint time to 60 mph, and a top speed of around 190 km/h (120 mph). The range is claimed to be 640 miles, including on-the-go recharging from the petrol engine, and a mere 40 miles without. The lithium-ion batteries can be recharged in about 6.5 hours using the plugin charger. The body is an attractive 4 seater with 4 doors and a lift-up tailgate. It is a small car overall, with a length of just 4318 mm, a width of 1791 mm and height of 1336 mm. The wheels are very large, at 21 inches, but are narrow to reduce rolling resistance. 195/55 R 21 tyres are fitted.

This general layout is considered a plug-in series hybrid design since mechanical power initially drives the generator, which in turn charges the battery pack. Power is then drained from the batteries to run the electrical motors which move the vehicle. The internal combustion engine does not have any mechanical linkage to the wheels (unlike current vehicles such as the Toyota Prius), and can run at a constant speed for optimal efficiency.
GM plans to keep the lithium-ion battery in a state-of-charge (SOC) range of between 30% and 80%, with the on-board generator starting to recharge the battery at the 30% level.GM has decided on a new descriptive terminology distinct from calling it a hybrid. They are calling the Volt an E-REV, for "extended-range electric vehicle".General Motors said it will have the Volt on the market in 2010. To help spur battery research, GM selected two companies to provide advanced lithium-ion batteries: Compact Power and Continental Automotive Systems. However, on August 9, 2007 GM selected A123Systems to provide batteries. Clearly, battery technology will have a large impact in determining the success of the car.

Monday, December 17, 2007


1340cm3 in-line 4-cylinder fuel-injected liquid-cooled DOHC engine built to deliver a broad wave of torque for effortless acceleration while reducing emissions.

Hard, smooth chrome-nitride Physical Vapor Deposition (PVD) coating on the upper compression and oil control piston rings reduces friction while improving cylinder sealing.Suzuki Composite Electrochemical Material (SCEM) cylinder plating improves heat transfer, durability and ring seal.

U-shaped cutouts in the cylinder-bore sides allow air below descending pistons to escape to adjacent cylinders to reduce internal pumping pressure and mechanical power losses.

Lightweight titanium valves allow use of lighter valve springs and higher lift while maintaining accurate valve control. Iridium spark plugs produce more complete combustion.

Curved radiator with a compact, dense-core design and engine-management-computer-controlled two ring-type electric fans mounted on the rear of the radiator, increasing the control accuracy and keeping engine temperature stable.

Suzuki Dual Throttle Valve (SDTV) fuel injection results in improved power delivery, a more linear response, better mileage and less emissions. This system uses engine-computer-operated secondary valves to maintain optimum intake-air velocity for maximum combustion efficiency.Dual large-volume triangulated and tapered mufflers, shaped for increased banking angle and cornering clearance, enhance power and reduce noise.

Suzuki Drive Mode Selector (S-DMS) enables the rider to choose from three different engine power characteristics according to personal tastes and riding conditions. It offers enjoyment of top performance in a wide range of riding situations.

Inverted cartridge front forks featuring Diamond-Like Coating (DLC) surface treatment to reduce stiction and improve reaction to small surface irregularities.

310mm (12.2-inch) dual-floating-disc front brakes with efficient, race-proven aluminum-piston, radial-mount brake calipers, and 260mm (10.2-inch) single-disc rear brake with single-piston brake caliper.

Standard-equipment steering damper.Vertically stacked headlight featuring a projector high beam and a halogen-bulb multi-reflector low beam.
Bright, durable LED taillight, with clear inner lens and red outer lens.Four analog gauges including step-motor-driven tachometer and speedometer. Round LCD panel includes clock, gear position indicator, S-DMS map indicator, odometer and dual trip meters. Engine-rpm indicator, programmable to blink or stay on between 4,000 and 11,500 rpm.


Engine Type : 4-stroke, 4-cylinder, liquid-cooled, DOHC

Bore x Stroke :81.0 mm x 65.0 mm

Engine Displacement: 1340 cm3 (cc)Compression Ratio: 12.5 : 1

Carburetion :Fuel injection

Oil capacity (overhaul) : 4.0L (1.6 US gal.)

Ignition : Fully transistorized

Starter System: Electric

Lubrication System: Wet sump

Transmission: 6-speed constant meshPrimary

Drive Ratio: 1.596 (83 / 52)

Final Drive Ratio: 2.388 (43 / 18)

Frame Type: Twin-spar (aluminum-alloy)Rake / Trail :24.2 degrees / 98 mm (3.9 in.)Suspension

Front :Inverted telescopic, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable

Rear : Link type, coil spring, oil damped, spring preload fully adjustable, rebound and compression damping force fully adjustable


Front : 17 M/C x MT3.50, cast aluminum alloy

Rear :17 M/C x MT6.00, cast aluminum alloy


Front :Radial mount, 4-piston calipers, 310 mm disc, twin

Rear : 1-piston caliper, 260 mm disc


Front: 120/70ZR17M/C (58W), tubeless

Rear: 190/50ZR17M/C (73W), tubeless

Fuel Tank Capacity:21.0 L (5.5 US gal.)

Overall Length: 2,195 mm (86.6 in.)

Overall Width: 740 mm (29.1 in.)

Overall Height: 1,170 mm (46.1 in.)

Wheelbase: 1,485 mm (58.5 in.)

Seat Height : 805 mm (31.7 in.)

Dry Weight: 220kg (485 lbs.)

Sunday, December 16, 2007

2008 HONDA CBR1000RR

A completely new machine from the ground up, the CBR1000RR reinforces Honda’s legacy of creating breathtaking breakthroughs in the literbike class and establishes a new pinnacle of sportbike performance and rideability.

- All-new 999cc inline four-cylinder engine.
- Lightweight titanium intake valves.
- New thinner high-strength pistons featuring molybdenum coating.
- New removable cylinder block with Nikasil-coated cylinders.
- Idle-air control valve (IACV) and Ignition Interrupt Control for idle stability and smoother on/off throttle response.
- Unique slipper clutch features cam mechanism to reduce clutch lever pull.
- New mid-muffler exhaust system design incorporates exhaust valve and catalyst.
- New-generation Honda Electronic Steering Damper (HESD) .
- New lighter-weight front brake hoses with lighter front brake rotors.
- New monoblock front brake calipers with chromium-plated aluminum pistons.
- Lightweight aluminum sidestand.
- New four-piece Hollow Fine Die-Cast Frame .
- New aluminum swingarm design.
- -New twin-tunnel ram-air induction.
- New line-beam headlights.
- Front turn signals integrated into mirrors.
- New compact instrumentation.
- New lighter-weight wheels.
- New lightweight compact battery.
- New improved ergonomics.
- Iconic new Honda Wing tank badge.

Unique Features
- Exclusive, MotoGP-derived Unit Pro-Link® Rear Suspension ).
- Mid-muffler exhaust system design.
- Specially designed slipper clutch.
- Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder

- Centrally located fuel tank increases mass centralization and allows more compact frame design.
- Line-beam headlights feature two-piece reflector design.
- Engine/Drivetrain
- Liquid-cooled DOHC 16-valve 999cc four-stroke inline four-cylinder engine features bore and stroke dimensions of 76mm x 55.1mm.
- Sixteen-valve cylinder head features 30.5mm intake and 24mm exhaust valves with a 12.3:1 compression ratio for efficient combustion and high horsepower.
- Larger titanium intake valves create a lighter valve train for higher rpm.
- Intake valves feature double-spring design for optimum performance at high rpm.
- Intake ports use new shot-peening technology that improves power and torque characteristics.
- Cam-pulser location between the middle cylinders allows a narrower cylinder head and frame.
- Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve maintenance intervals.
- Forged-aluminum pistons with molybdenum coating for reduced friction.
- Lightweight nutless connecting rods.
- Iridium-tip spark plugs improve fuel combustion and performance.
- Dual Stage Fuel Injection (DSFI)

- 46mm throttle bodies feature Denso injectors with lightweight valving for faster reaction time and 12 holes per injector to optimize mixture atomization, combustion efficiency and power.
- Auto-enriching system is integrated into programmed fuel injection (PGM-FI) module, eliminating the need for a manual choke.
- New idle-air control valve (IACV) minimizes torque reaction and smoothes response to small throttle changes through gradual reductions of air and fuel intake when the throttle is opened and closed.
- New Ignition Interrupt Control system works with IACV and FI mapping to enhance driveability.
- Smaller and lighter ECU provides two 3-D fuel-injection maps for each cylinder and two 3-D ignition maps for cylinder pairs, creating ideal fuel-mixture and spark-advance settings for superb rideability.
- MotoGP-derived twin ram-air system allows high volume of cooler air to the 9.7-liter airbox for linear power delivery and incredible engine performance.
- Butterfly valves inside the ram-air ducts open and close depending on throttle opening and engine rpm for optimum performance.
- High-capacity radiator incorporates twin cooling fans and allows a more compact cowl for reduced drag coefficient.
- Maintenance-free automatic cam-chain tensioner.
- Starter gears located on the right side to produce narrow engine and increased lean angle.
- Unique slipper-clutch design uses a center-cam-assist mechanism for easier actuation. Unlike an ordinary slipper clutch where the pressure plate moves side to side, the Honda clutch moves both the center cam assist and the pressure plate to provide additional slipper effect.
- Nine-plate clutch is compact and tough, featuring durable friction- plate material.
- New extremely compact exhaust system incorporates a catalyzer and control valve in mid-muffler design that reduces rear bodywork size and significantly improves mass centralization, reducing roll and yaw inertia.
- Durable #530 O-ring–sealed drive chain.
- Lightweight Hollow Fine Die-Cast twin-spar aluminum frame utilizes MotoGP technology

- New aluminum subframe is lightweight and easily removed for ease of maintenance.
- MotoGP-derived Honda Electronic Steering Damper (HESD) .
- 43mm inverted aluminum-slider Honda Multi-Action System (HMAS) cartridge front fork features spring preload and rebound and compression damping adjustability, and offers precise action and unparalleled rigidity .
- Exclusive, MotoGP-derived Unit Pro-Link Rear Suspension .
- Front brake system features radial-mounted four-piston calipers and 320mm floating discs, and rear brake system uses a 220mm disc with a single-piston caliper for exceptional stopping power.
- Front discs with 72 holes of four different diameters for lighter weight and improved feel.
- Super-light aluminum-alloy hollow-spoke wheels feature race-spec 3.5 x 17-inch front and 6.0 x 17-inch rear dimensions.
- Centrally mounted 4.7-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design. This design positions the rider farther forward for optimum handling.
Additional Features
- New ergonomic triangle lets rider sit 10mm farther forward and 10mm lower than previous-generation CBR1000RR. Handlebars are 6.5mm higher and 2mm forward.
- High-capacity 400-watt AC generator.
- High-tech instrument display features tachometer, plus LCD readouts for speedometer, coolant temperature, odometer, two tripmeters and a clock, mpg and average fuel consumption. A low-fuel LED light and shift-indicator light are located above the LCD.
- Line-beam headlight features two-piece reflector design utilizing two H7 bulbs for optimum light distribution and unique compact design.
- LED taillights for lighter weight and improved appearance.
- Plastic tank shell cover protects tank and airbox.
- Convenient ignition switch/fork lock for added security.
- Folding aerodynamic mirrors.
- Convenient push-to-cancel turn-signal switch.

Model: CBR1000RR
Engine Type: 999cc liquid-cooled inline four-cylinder
Bore and Stroke: 76mm x 55.1mm
Compression ratio: 12.3:1
Valve Train: DOHC; four valves per cylinder
Induction: Dual Stage Fuel Injection (DSFI)
Ignition: Computer-controlled digital transistorized with three-dimensional mapping
Transmission: Close-ratio six-speed
Final Drive: #530 O-ring–sealed chain
Front: 43mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel
Rear: Unit Pro-Link HMAS single shock with spring pre-load, rebound and compression damping adjustability; 5.4 inches travel
Front: Dual radial-mounted four-piston calipers with full-floating 320mm discs Rear: Single 220mm disc
Front: 120/70ZR-17 radial
Rear: 190/50ZR-17 radial

Wheelbase: 55.4 inches
Rake (Caster angle): 23.3°
Trail: 96.2mm (3.8 inches)
Seat Height: 32.3 inches
Fuel Capacity: 4.7 gallons, including 1.06-gallon reserve
Black/Metallic Grey†
Black/Metallic Silver
Pearl Yellow/Black
Candy Dark Red/Metallic Silver

Saturday, December 15, 2007

New HYUNDAI i-Blue Concept

Hyundai is showing off their first dedicated fuel cell design concept this week at the Frankfurt Motor Show. The i-Blue features Hyundai's latest in-house developed fuel cell stack, sending electricity to a 100kW motor driving the front wheels. The fuel cell stack is mounted under the floor of this new cross-over platform that is likely to form the basis of a future Hyundai production model.


Keeping with the show theme, "See What's Driving the Future," which focuses on sustainability and climate protection, the i-Blue demonstrates a significant step towards commercialization of Hyundai fuel cell vehicles. Unlike its predecessors which were built on SUV platforms, the i-Blue features a new D segment 2+2 crossover utility vehicle (CUV) body type. The smaller vehicle platform requires even greater engineering sophistication."The i-Blue is Hyundai's first-ever model designed from the ground up to incorporate fuel cell technology, marking a tremendous leap forward for our R&D program," said Dr. Hyun-Soon Lee, President of Research and Development. "Our engineering team has successfully designed a more compact fuel cell vehicle, while still realizing the safety, comfort, convenience and driving range of a tradition internal combustion engine vehicle." Hyundai is making tremendous efforts to reach mass production of hydrogen-powered fuel cell vehicles a reality in the next decade.

Powered By Third-Generation Fuel Cell Technology

The i-Blue is powered by 100 kW and fuel cell stack. Fueled with compressed hydrogen (700 bar) stored in a 115 liter tank, i-Blue is capable of running more than 600 km per refueling and achieves a maximum speed of 165 km/h.The i-Blue's fuel cell stack is housed underfloor, not in the engine compartment as in the second-generation Tucson FCEV. This endows the car with an ideal 50:50 weight distribution for optimal driving and handling dynamics. Furthermore, by moving the fuel stack underfloor, the engine compartment is less densely populated providing better air flow and cooling. The i-Blue drives almost noiselessly and passionate drivers will be delighted by the acceleration of the i-Blue's powerplant. Like its predecessors, i-Blue's only emission is water vapor, fueling Hyundai's unwavering dedication to FCEV technology as a viable, environmentally friendly alternative to the internal combustion engine.

High Technology Meets Passenger Comfort and Safety

The i-Blue features a futuristic H2O flow-form on the inside, which results in a relaxing, stretched-out seating position for the driver and passengers. Drivers of the i-Blue will be excited about the innovative, aircraft-like steering wheel that integrates touch-scroll control pads, enabling the driver to keep his hands on the wheel while operating the vehicle's audio-visual systems. The 3D vision heads-up display (HUD) also adds safety and convenience. The outside environment is constantly projected through the vehicle's full-surround camera system. Many more future convenience features from Hyundai, such as side and rear view monitors, are shown on the i-Blue concept vehicle.


As a crossover utility vehicle combining the strongest points of both a Sedan and a RV; and incorporating a design motive from the traditional beauty of Korea, the i-Blue has opened a new vehicle category.From the bonnet to the front fender, A-Pillar, Cabin and rear fender, the i-Blue's seamless cab forward type of surface provides a perfect form balance. From the TaeKuk theme of volume and surface in harmony, the character lines of the front and rear fender make for a sharp looking exterior body. The image of the front mask is similar to the design image of the Hyundai "Genesis" concept car, presenting the direction for future designs.The radiator grille and headlamp have been expressed as a crystal glass art to depict the water from the fuel cell system and, the power and dynamic image of the rear takes the shape of the horizontal and vertical form from the wings of an airplane.Cameras have been installed in the head lamp, rear combination lamp and high mountain lamp helping to realize a functional and high-tech design. The lamp system in the rear combination lamps have been designed to associate the beautiful and bright stars in space


The i-Blue features a futuristic H2O flow-form on the inside, which results in a relaxing, stretched-out seating position for the driver and passengers. Drivers of the i-Blue will be excited about the innovative, aircraft-like steering wheel that integrates touch-scroll control pads, enabling the driver to keep his hands on the wheel while operating the vehicles audio-visual systems. The 3D vision head-up display (HUD) also adds safety

Thursday, December 13, 2007

The New Merc SCL600

An entirely new car from the merc stable.....with new apperance different from the traditional looks of the classic Mercedez Benz n features that u may have never seen before...




World’s First Commercial Compressed Air-powered Vehicle

Alternative fuels have been attracting a lot of media attention lately and the very first commercial compressed air car (zero pollution car) is on the verge of production. Yes, I am talking about the Air Car, which has been developed by ex-Formula One engineer Guy Nègre. Approximately 6000 Air Cars will be built by India based Tata Motors and could probably be seen on Indian roads by next year.

The CityCat model will offer an average of 68 mph on a driving range of 125 miles. Refueling will be too easy and would take least of your time. A single fill-up is said to cost $2.00 and if the driver is not near to a compressor station, he can use the car’s integrated compressor to refill the tank in about 4 hours. The technology nehind the vehicle is to store electrical energy without the toxic batteries. So, we can say that The Air Car is an electric car with no electric motor. The only thing that the pipe of the emission-free vehicle throws out is the air.

Anyway, Air Car might not make its way to the North American streets. The guys behind the Air Car are already working on a hybrid version that would be using on-board, gasoline-powered compressor in order to refill the air tanks.

Wednesday, December 12, 2007

FORD Interceptor concept

The Ford Interceptor is a new concept car which debuted at the 2007 North American International Auto Show in Detroit, Michigan. The Interceptor is a retro-styled sedan that reflects a modern interpretation of the classic sporty American muscle cars from the 1960s, like the Ford Galaxie. Ford officially introduced the Interceptor Concept in a company press release dated 31 December 2006. Ford describes the Interceptor design styling as being influenced "...much like a Marine in dress uniform. He looks smart and elegant but you can see the raw power that lies beneath."

The car includes a powered clamshell “shaker” hood, which covers the engine. The midsize sedan is based on a stretched version of the rear wheel drive Mustang's Ford D2C platform, featuring a solid rear axle. The body is proportioned with short front overhang and a long rear overhang, and features a low roofline and a high beltline, when compared to other Ford sedans like the Ford Taurus, with a wedged profile. The Interceptor Concept continues with the current Ford horizontal three-bar grille design introduced on the Ford Fusion and Ford Edge.

The Interceptor incorporates a four-point "belt and suspenders" harness seat belt design in the front and rear seats, with inflatable safety belts for rear seat passengers. The four-point belt represents a possible next-generation safety belt system that is designed to be more comfortable and easier to use than traditional three-point belts. The dash, headliner, steering wheel, and four low-back bucket seats are wrapped in leather. There are retractable headrests that deploy from the roof, adjusting fore and aft as well as up and down for each occupant. The audio control panel and climate controls are stowable, and there is a gated six-speed shifter in the center dash.

Powertrain: 5.0-liter Cammer V-8 / 400 hp (300 kW) / flexible fuel
Transmission: Manual six-speed gearbox
Chassis Dimensions:
Overall length: 201.6 in (5121 mm).
Wheelbase: 120.8 in (3068 mm).
Overall width: 76.4 in (1941 mm).
Overall height at curb: 54.8 in (1392 mm).
Front track width: 66.5 in (1689 mm).
Rear track width: 67.8 in (1722 mm).
Front: Double wishbone independent
Rear: 3-Link design with Panhard rod
Front Headroom: 37.5 in (953 mm).
Rear Headroom: 35.9 in (912 mm).
Front Legroom: 42.3 in (1074 mm).
Rear Legroom: 35.6 in (904 mm).

Tuesday, December 11, 2007

2009 CHEVY CAMARO concept


Announced, on August 10th, 2006 by GM
Chairman and CEO Rick Wagoner, Chevy will produce a new Camaro. Production will begin in late 2008 for a 2009 Chevy Camaro that should go on sale by the first quarter of 2009. It should be almost identical to the Camaro Concept car displayed at the 2006 North American International Auto Show.
Wagner was quoted as saying, "As evidence that we're not completely brain-dead, GM will build the Chevy Camaro". Well we will see I guess but this is certainly a step in the right direction. It does look like Chevy is trying to do better ... “The overwhelmingly enthusiastic response to the Camaro Concept continues to remind me of the uniquely iconic place our products can have in customers’ hearts,” Wagoner said. “Camaro is much more than a car; it symbolizes America's spirit and its love affair with the automobile.” From the sounds of it Wagoner is as puzzled as the general public is by some of the things not only Chevrolet, but the entire GM company, has done as of late.Hopefully they will continue to listen to the consumer and build something every Camaro enthusiasts can be proud of instead of a feeble attempt at a legend. Chevrolet General Manager Ed Peper hopefully means what he says, “We intend to make the all-new Camaro relevant to younger buyers while retaining its appeal to current fans. The beauty of the best Camaros is that they have always been beautiful to look at with performance that rivals expensive European GTs. Yet they were practical enough to drive every day and priced within the reach of many new-car buyers.”
GM officials have estimated that the new Camaro could get 30 or more miles per gallon on the highway with a V8 that goes to four cylinders at highway speeds. With gas prices probably being $3.50/gallon or more by the time the new Camaro comes out 30 or more MPG will be needed if not in effect required. Let's just hope it's not to little to late because 2009 is a long time away and a lot can change by then.

The new Camaro concept car keeps the long hood with hood bulge, short rear deck and narrow grille reminiscent of the classic Camaro, but mixes it with more contemporary styling, giving it a “retro” look. The interior adds to the retro feel with recessed gauges, a lengthy console and classic three-spoke steering wheel.The car is 186.2 inches long and rides on a 110.5-inch wheelbase. The wheels are 21s at the front and 22s at the rear, with monster 275/30 front and 305/30 rear tires, which should be able to handle the 400 horses from the LS2 6.0-liter V-8 engine powering through a six-speed manual transmission. The underlying platform is rear-wheel drive with fully independent suspension with McPherson struts up front and a rear multi-link configuration. Because the engine has a system that automatically disables half the cylinders when they’re not needed, the Camaro concept could get as much as 30 mpg on the highway.

The first Camaros were designed in the mid-1960s, and the 1969 model, which was the inspiration for the new concept, was considered the best of the first-generation cars. In the first three years, some 699,000 Camaros were sold.

Monday, December 10, 2007

Hydrogen Car Is Here, a Bit Ahead of Its Time

In fact, it took nothing more than inserting an entirely conventional metal key into a normal-looking switch and pushing a power button much like the one that starts the Honda S2000 sports car. The familiarity of the steps — deliberate gestures, I think, to convince drivers that the cars of our future aren’t so frightening after all — reinforced the message of the meeting I had just left: the FCX Clarity is ready now.
Scanning the dashboard for unmarked switches, mysterious buttons and puzzling controls, I looked for the inevitable loose ends of an engineering prototype being hustled toward production. Seeing nothing unfamiliar beyond a dazzling 3D dashboard display — a large power meter where my eye expected a tachometer, with a glowing ball in its center to track hydrogen consumption — I noted essentials like the parking brake and seat adjustment, all familiar operations. There really wasn’t going to be much out of the ordinary about the way this car drove, at least.
Normalcy is a recurring, and intentional, theme of the FCX Clarity. It is refueled using a high-pressure connector tucked behind a typical gas-cap door on the rear fender. It has a handsome exterior, a nice audio system and plenty of knee room in the back. (A design analysis is at
nytimes.com/autos) Anyone who has driven a Toyota Prius will feel at home with the dash-mounted gear selector and the park button.
Honda has not announced who will get the FCX Claritys or how many will be available in Southern California, where the program begins. Households will be selected, in part, for their ready access to hydrogen stations. Honda is realistic about the slow growth of a hydrogen infrastructure as well as the viewpoint that fuel cells may not seem to make much sense using current methods of hydrogen production.
But there are practical matters to consider as well: compared with alternatives like plug-in hybrids, the onboard energy supply is quicker to replenish and has a better travel range, 270 miles. Moreover, in Honda’s full-cycle calculation, a fuel-cell vehicle can reduce carbon dioxide output by half compared with a gasoline vehicle. In the United States, where much electricity is produced from coal, it is even better than a battery-electric car, Honda says.
It will be a while before drivers selected for the three-year, $600-a-month Clarity lease program (it includes insurance and maintenance) will think about such topics. Instead, they will revel in its extraordinary silence. It drives away from a stop so quietly that it seems to be holding its breath, much as a hybrid does before the gas engine starts. Accelerating onto Interstate 10, though, incites a turbinelike zing — quite pleasant, really, if not as satisfying as the guttural bark of a V-8 — and the Clarity blends effortlessly into traffic. The sound of a pump at work breaks the silence occasionally, but it has none of the clicking and whirring evident in the previous-generation FCX.
Honda says the performance is on par with a similar-size car powered by a 2.4-liter engine, and it should know, as the 2008 Accord LX has just such an engine. The comparison is apt. The FCX motor produces 134 horsepower and 189 pound-feet of torque; the Accord’s in-line four makes 177 horsepower and 161 pound-feet. The Clarity weighs nearly 3,600 pounds, and while that is 400 pounds lighter than its predecessor, the Accord is some 300 pounds lighter yet. The wheelbases of the Clarity and Accord are identical at 110.2 inches.
On a drive up the Pacific Coast Highway to Malibu, the Clarity lacked nothing except engine noise, and it easily kept pace with traffic when I turned off and headed up into the canyons. It wouldn’t be smart (or useful) to look for the edge when driving what is probably a million-dollar handbuilt car, but the FCX handled curves admirably and effortlessly. The electric power steering was a bit quick for my taste, but more than making up for that were the marvelous brakes showing none of the coarseness of the Prius’s regenerative braking.
While the FCX seems fully qualified for local duties, its practicality for longer trips will have to wait on the availability of hydrogen. In this latest version, the range is a reasonable 270 miles on a single refill of the 5,000 p.s.i. tank behind the rear seat. Most fuel-cell vehicles using compressed hydrogen are now built around 10,000 p.s.i. tanks for greater range.
Honda chose to take a different route, emphasizing efficiency over capacity.
For instance, the 100-kilowatt fuel-cell stack is a Honda-built vertical-flow design, more powerful than the previous design, yet smaller — about the size of a carry-on suitcase — and lighter. The engineers reduced the load on the air-conditioning system by bringing climate control directly to the occupants, using fans in the seats to blow air cooled or warmed by thermoelectric elements.
Honda calculates its hydrogen consumption as the equivalent of 68 miles a gallon, all the more impressive considering the car’s excellent performance and accommodations for four — and the fact that it is fitted with the same tires as an Accord V-6, rather than special high-mileage rubber.
Until now, writing about fuel cells has been a no-risk proposition, with no reality check looming, no looking back when the cars arrived in showrooms to see whether one had been embarrassingly optimistic. Way back in the 1990s, a physicist assured me that fuel-cell cars were 20 years away — and always would be.
Honda has a different timeline; it considers this version of the FCX a production car, ready to roll into showrooms from a manufacturing and operational standpoint. Issues like fuel supply — potentially addressed by a grow-your-own solution called the Home Energy Station — remain unsolved, as does the matter of cost. The FCX Clarity still costs several orders of magnitude more than it will have to when true retail sales, without a Honda-subsidized lease, begin.
Maybe it’s not yet time to call back the pessimistic physicist — it’s my cousin Howard, actually — but the day is drawing closer.


YAMAHA MOTORCYCLES INDIA PVT LTD is the first two wheeler company to introduce this genre of super sports and torque sports performance bike in India. YZF - R1 and MT01 have gained immense popularity globally and have been instrumental in successfully demonstrating the technology superiority of Yamaha worldwide. The introduction of these machines, illustrates company’s aim of enriching Indian bikers riding experience and elevating the current biking paradigm.

“The rising number of big bikes enthusiasts coupled with increasing income levels makes India one of the most important markets for Yamaha”, says Tomotaka Ishikawa, CEO & MD, Yamaha Motor India. He adds, “With YZF - R1 and MT01, we aim to enrich Indian biker’s riding experience by adding a lifestyle quotient that would establish Yamaha’s credential as a technology superior and cool brand. The company is committed to provide international quality and lifestyle attributes of Yamaha brand to Indian consumers.

Signifying the launch of YZF - R1 and MT01 models as the first step towards the establishment of Global Yamaha image in India, Mr. Ishikawa further added that “the company is all geared to the challenge, to rebuild Yamaha brand in India and with the launch of YZF - R1 and MT01, Yamaha unleashes its strategic intent to offer superior product in India in times to comes, which would appeal to the Indian motorcycling trends.

The company is looking at refining the motorcycling culture in India by bringing in technologically advanced and visually appealing machines. Yamaha believes that building motorcycles is both a technological and an artistic endeavor. It pursues a level of performance that transcends mere specifications. The goal is to produce technologically superior motorcycles that should have a deep and intangible emotional appeal. Creating such machines is the essence of Yamaha-ism. It is what defines the company and this is what we call the “Art of Engineering"

Yamaha has just launched the R1 (and maybe the MT-01) in India. Here's what I've learnt. The 2008 R1 and the 2008 MT-01 are both on sale now. Price being quoted is Rs 10.5 lakh ex-showroom. At the moment, sales will be only in Delhi, Ahmedabad, Chennai and Bangalore. This is probably because of the size and kind of showroom that Yamaha wanted to have in place for these bikes. Mumbai bikers are going to have a spot of trouble, because it might be one of the last of the big cities to finalise the showroom thanks to excessive land costs. Yamaha is saying that people in Mumbai should consider booking the motorcycle from its Ahmedabad dealer, Planet Yamaha. Yamaha says that supply is no problem. So while motorcycles will arrive in CBU batches, there is no number cap so you should get an R1 if your book one.


Overall length 2060mm
Overall width 720mm
Overall height 1110mm
Seat height 835mm
Wheelbase 1415mm
Minimum ground clearance 135mm
Dry(without oil and fuel) 177kg

Maximum speed (crouched) 285km/h
Minimum turning radius 3.4m

Engine Performance
Engine type Liquid cooled 4-stroke DOHC4-valve
Cylinder arrangement Forward-inclined parallel 4-cylinder
Displacement 998cm3
Bore & stroke 77.0 X 53.6mm
Compression ratio 12.7 : 1
Maximum horse power 177.5 bhp @ 12,500 rpm
Maximum torque 112.7 Nm @ 10,000 rpm
Starting system type Electric starter
Lubrication system Wet sump
Radiator capacity(including all routes) 2.51L
Engine oil capacity 3.83L

Air filter type Paper
Fuel tank capacity 18L

Ignition system type T.C.I.
Spark plug model CR9EK
Battery voltage/capacity 12V, 8.6AH(10H)

Primary reduction ratio 65/43 1.512
Secondary reduction system Chain drive
Secondary reduction ratio 45/17 2.647
Clutch type Wet,multiple-disc coil spring

Gear ratio
Transmission type Constant mesh 6-speed
Gear ratio-1st gear 38/15 2.533
Gear ratio-2nd gear 33/16 2.063
Gear ratio-3rd gear 37/21 1.762
Gear ratio-4th gear 35/23 1.522
Gear ratio-5th gear 30/22 1.364
Gear ratio-6th gear 33/26 1.269

Frame type Diamond
Tire size(Front) 120/70ZR17MC(58W)
Tire size(Rear) 190/50ZR17MC(73W)

Disc effective diameter(Front) 283mm
Disc effective diameter(Rear) 186mm

Suspension type(Front) Telescopic fork
Suspension type(Rear) Swingarm

Shock absorber
Shock absorber assembly type(Front) Coil spring/oil damper
Shock absorber assembly type(Rear) Coil spring/gas-oil damper
Wheel travel(Front) 120mm
Wheel travel(Rear) 130mm

Bulbs(voltage/wattagex quantity)
Headlight bulb type Halogen bulb
Headlight 12V, 55W ×4
Auxiliary light 12V, W5W ×2
Brake/tail light LED, 12V 2.3W/0.2W
Turn signal light(Front) 12V, R10W ×2
Turn signal light(Rear) 12V, R10W ×2

Speedometer LCD Digital
Tachometer Analog
Odometer LCD Digital
Trip meter LCD Digital
Water temperature meter LCD Digital
Clock LCD Digital


Overall length 2185mm
Overall width 800mm
Overall height 1105mm
Seat height 825mm
Wheelbase 1525mm
Minimum ground clearance 145mm
Dry(without oil and fuel) 243kg

Maximum speed (crouched) 210km/h
Minimum turning radius 3.2m

Engine Performance
Engine type Air cooled 4-stroke,OHV
Cylinder arrangement V-type 2-cylinder
Displacement 1670cm3
Bore & stroke 97×113mm
Compression ratio 8.4:1
Maximum horse power 88.9 bhp @ 4,750 rpm
Maximum torque 150.3 Nm @ 3,750 rpm
Starting system type Electric starter
Lubrication system Dry sump
Engine oil capacity 5.0ℓ

Air filter type Oil-coated paper element
Fuel tank capacity 15.0 L

Ignition system type TCI
Spark plug model DPR7EA9/X22EPR-U9
Battery voltage/capacity 12V, 12AH

Primary reduction system Gear
Primary reduction ratio 71/48 1.479
Secondary reduction system Chain
Secondary reduction ratio 39/17 2.294
Clutch type Wet,multiple-disc

Gear ratio
Transmission type Constant mesh 5-speed
Gear ratio-1st gear 38/16 2.375
Gear ratio-2nd gear 30/19 1.579
Gear ratio-3rd gear 29/25 1.160
Gear ratio-4th gear 24/25 0.960
Gear ratio-5th gear 24/30 0.800

Frame type Double cradle
Tire size(Front) 120/70 ZR17 M/C (58W)
Tire size(Rear) 190/50 ZR17 M/C (73W)

Effective radius of disc(Front) 283.0mm
Effective radius of disc(Rear) 238.4mm

Suspension type(Front) Telescopic fork
Suspension type(Rear) Swingarm(link.suspension)

Shock absorber
Shock absorber assembly type(Front) Coil spring/oil damper
Shock absorber assembly type(Rear) Coil spring/gas-oil damper

Bulbs(voltage/wattagex quantity)
Headlight bulb type Halogen bulb
Headlight 12V, Lo;51W ×1 / Hi;55W ×1
Auxiliary light 12V, 5W ×3
Brake/tail light 12V, 2.0/0.2W LED
Turn signal light(Front) 12V, 10W ×2
Turn signal light(Rear) 12V, 10W ×2

Speedometer Digital
Tachometer Analog
Odometer Digital
Trip meter Digital
Clock Liquid crystal Digital

Saturday, December 8, 2007


  • Future Hybrid cars
    The hybrid cars market is on upswing and is growing very rapidly. America spend on gasoline every minute is about $200,000. Not to say about dependence on foreign oil. Hybrid vehicles are beginning to enter the market, and represent the first step in reducing America's oil consumption. The upcomming hybrid cars for this year and future. 1. DaimlerChrysler is going to introduce diesel electric Dodge Ram pickup which would be giving boost to mileage by as much as 15% 2. There is no details for this vehicle but Mercury Mariner SUV is going to be launched in 2007 3. Saturn Vue SUV would give a boost to mileage by 15% and would be introduced in 2006. 4. The other vehicles released in 2007 would be GMC Yukon and Chevy Tahoe which could give upto 35% of mileage boost and Chevrolet Malibu as 15%. 5. 2008 Chevy Silverado would be giving 35% boost to mileage. 6. 2004 Honda Accord Hybrid likely to be realeased in december would give V6 performance. 7. Lexus RX 400h SUV would follow in early 2005 and would have double mileage as compared to RX 300.

  • 2007 Nissan Altima hybrid car
    Sales of hybrid vehicles have increased substantially and in fact, it has doubled in the first five months of 2007 as compared to last year sales. Nissan announced that it is going to introduce its first gasoline hybrid passenger car which will start its manufacturing at Smyrna plant some time from next year.No, Nissan is not going to build its own hybrid system but will be licensing the hybrid system from Toyota Motor Co. Nissan promised a better fuel economy in its coming 2007 Nissan Altima hybrid car with a increased performance. This is going to be the third hybrid vehicle in US after Ford's Escape hybrid sport utility vehicle and Toyota's Camry Sedan, which is also going on production floor next year.Regular Altima has a base price of $24,530 and introduction of hybrid is most likely to add another $3000 to it. However there was no formal announcement about the pricing of 2007 Nissan Altima hybrid car. Nissan contract with Toyota restricts it with only 50,000 units per year.Nissan is entering into the market where the top spot is captured by Toyota Prius followed by Honda Civic. Lets see how it could penetrate the market currently captured by these two carmakers.

The Prius is a parallel configuration hybrid, a vehicle that can run on just the combustion engine, just the electric motor, or a combination of both. Toyota's design goals are to reduce the amount of pollution and to maximise fuel efficiency. To do this, it uses a gasoline(petrol)/electric hybrid powertrain, incorporating large batteries that are charged by the gas (petrol) engine directly or by regenerative braking. Either the engine or the battery (or both) can power the vehicle, depending on conditions. This gives it the acceleration and power of a standard car having a much larger internal combustion engine. Specifically, the Prius incorporates:

More efficient use of the internal combustion engine (ICE), reducing fuel consumption. The 1NZ-FXE engine uses the more efficient Atkinson cycle instead of the more common Otto cycle;
Two electric motor/generators, MG1 and MG2 are in the transaxle. The MG2 provides 50 kW (67 hp) @ 1,200 to 1,540 rpm and 400 N·m (295 ft·lbf) torque from 0 to 1,200 rpm, which significantly contributes to performance and economy. The MG1, with rpm from -10,000 to +10,000 rpm, provides the engine starter and counter torque for the electronic Continuously Variable Transmission;
50 kW IGBT inverter controlled by a 32-bit microprocessor, which efficiently converts power between the batteries and the motor/generators.
Lower coefficient of drag at 0.26 (0.29 for 2000 model), with a Kammback design reducing air resistance, especially at higher speeds;
Lower rolling-resistance tires on the 2000 model, reducing road friction;
Regenerative braking, a process for recovering kinetic energy when braking or travelling down a slope and storing it as electrical energy in the traction battery for later use while reducing wear and tear on the brake pads;
Sealed 168-cell nickel metal hydride (NiMH) battery providing 201.6 volts; supplied by Panasonic EV Energy Co
Continuously variable transmission — the Prius uses a simple torque combining device, a planetary gearset. Through computer management of the electric motor/generator and secondary motor and the ICE engine throttle the effect is that the drivetraine behaves as though there were a continuously variable transmission. Toyota calls it the Power Split Device[4]. The electric motors and gasoline engine are connected to a planetary gear set which is always engaged, and there is no shifting.
Flexible resin gasoline tank, reducing the amount of hydrocarbon emissions in the form of escaped gasoline vapor; (US model only)
Vacuum flask coolant storage system that stores hot engine coolant when the vehicle is powered off, then reuses it to reduce warm-up time. (US model only)
EV mode (Europe and Asian markets only, aftermarket option in the U.S.) allows the driver to select electric-only mode in low-power conditions. The vehicle can only be driven a couple of kilometers (depending on conditions) on battery power alone before the gas engine is needed.
Weight reduction — for example the hatch and hood/bonnet are made of aluminium instead of steel.

1. 1997–98 Car of the Year Japan[31]
2.2 003 Scientific American names Toyota Motor Corporation as "Business Leader of the Year" ("Scientific American 50"; December, 2003) for its singular accomplishment in the commercialization of affordable hybrid cars.
3. Motor Trend Car of the Year 2004 (January 2004 issue)
4. Car and Driver magazine's Ten Best list for 2004.
5. North American Car of the Year award for 2004. Nominated in 2001.
6. International Engine of the Year for 2004.
7. "Best Engineered Vehicle for 2004" by SAE's Automotive Engineering International magazine.[32]
8. 2005 European Car of the Year (406 points, ahead of Citroën C4 with 267 points and Ford Focus II with 228).[33]
9. 2006 EnerGuide Award (Midsize)[34]
10.2006 Intellichoice Best Overall Value of the Year, Midsize [35]
11. 2007 Intellichoice Best in Class Winner :Best Retained Value, Lowest Fuel, Lowest Operating Costs, Lowest Ownership Costs[36]
12. Swiss government named Toyota Prius the world's greenest car in a draft study of over 6,000 cars.[37]

Friday, December 7, 2007

the 150cc battlefield

In 2007 alone two new premium bikes have been launched. As competition becomes tougher its hard to find the right products suits for you and more than introspection,comparison shows the true colour. We here compare all the 150cc bikes and dig out the pros and cons of the products. TVS apache RTR 160 included in the ‘battle b/n the beasts’ because of competetive price. Let’s watch the battle!
Design and Styling:
Whether its pulsar or unicorn or X treme or apache rtr or hunk every bike is either evolutionary or revolutionary in design dept. The black theme, aircraft type fuel lid and alloy wheels have become universal and it now features on all bikes. Though the basic design is not altered, pulsar has metmarphosed into a new bike with constant upgradation. Bajaj’s keen care makes the pulsar even to match the new generaton bike like apache rtr. But too much of pulsars in the road has started developing fatigue. Honda has always been conserative. Though unicorn styling is evergreen it cannot conceal the age. Also lack of contemporary features like LED tail lamps,digital speedo and gas charged suspension makes the unicorn outdated. Xtreme’s face(headlamp) inspired from unicorn fails to charm though it has sexiest back of all the bikes. Large LED taillamps, bulleted silencer mouth and horns like supportive split grab rails scores the credit. Racy design with neccessary racing stripes, chiseled tank, stylish engine cowl, petal type disc brake and leaf shaped rear view mirrors makes the RTR one of the best looker. Hero Honda finds a space even in this crowd. The recently launched Hunk blends the design of cruiser and racy. Red dial, analog clock setup adds extra charm to the Hunk’s macho look. Though Hunk has not achieved the best of both worlds it scores a lot. Of these bikes, Apache RTR, Hero Honda Hunk, CBZ X-Treme targets a niche market within the 150cc segment. Honda’s unicorn lures the conservative man. Pulsar 150cc which attracted the youth when it launched, now turns into a family bike.
Engine and Transmission:
This must be easiest section to decide, since three of the competetiors - Hero Honda’s Hunk,CBZ X-Treme and Honda’s unicorn shares the same engine. Unicorn’s 149.2cc was the least power producer yet it scores full points for its refinement. Unicorn’s engine develops 13.3bhp at 8000rpm and 12.75Nm of 6500rpm. Hero Honda offers the same engine with little more power(0.8bhp) for both the Hunk and the CBZ X-treme. Pulsar 150cc engine is one of the best engine made by the bajaj. The twin spark 149cc engine produces 14bhp at 8500rpm.
TVS apache rtr is powered by an 160cc engine which produces 15.2bhp at 8500 rpm and 13.1Nm at 6000 rpm. Clearly, Apache RTR is the best among the traits in terms of performance. Apache RTR has higher power to weight ratio 111.7bhp/ton.Apachian can push the redline even upto 12000rpm. The extra 10cc plays a main role for the RTR and it is the only bike in the segement capable of breaching the 110kmph mark with appreciable control. All the bikes in the 150cc segment breathes through CV carburettor, in India, Fuel Injection (FI) is yet to make a wave. All the bikes Pulsar, Unicorn,CBZ Xtreme,apache RTR and Hunk features 5-speed (1-down 4-up pattern) gearbox. Their way of functioning and design varies. Apache RTR, Hero Honda Hunk and CBZ Xtreme targets young customers and hence gear shifting is through toe levers. In Unicorn and Pulsar 150cc it is through heel and toe levers.
Fuel Efficiency/mileage:
While the Honda’s engineering makes the mill frugal for the Bajaj its twin spark technology and exhausTEC do the difference. Both the Bajaj Pulsar 150cc and Honda’s Unicorn consumes 1 litre to returns around 55kmpl in our combined city and highway drive. Hero Honda Hunk’s 150cc engine is integrated with advance tumble flow induction (ATFI) technology. This kind of induction helps the motor to burn the fuel more efficiently. Hence the Hunk has little edge over its sibling CBZ X-treme but only by a small margin(1-2kms). Hunk returns 51kmpl in our test drive. TVS apache RTR which topped the performance bar flips in the mileage dept as expected. It gives a mileage of 48kmpl.
Ride and Handling:
Power and Torque coming from the mill has to be put on the road intelligently. Considering the Indian infrastructure it is must for Indian bikes to have superior handling characteristics. Few years back Honda surprised everyone with its monoshock suspension,its light steering and single downtube frame with engine as a stressed member. The bike gives a planted feedback to riders. Though Honda’s commuter type seating offers good comfort to the riders, it hampers the Honda in scoring full points in handling section. Unicorn’s biggest loss is the CBZ X-treme’s biggest gain. X-Treme’s sporty riding position with raised footpegs and its diamond type frame helps to negotiate turns and quick directional changes. But X-treme become cumbersome to handle at low speeds espescially when you have to incredible turns in the traffic signal. Xtreme’s 240mm disc brakes offers the neccessary bite when you need it. Pulsar 150cc which rides on 17″ inch tyres is showing its age.But pulsar’s sharp braking makes the pulsar fit for the competition. TVS has equipped the apache RTR with everything to be jesse owen. Yes, it is the most athletic in the segment. Want to flick! apache RTR’s clip on handle bar, shorter wheelbase and lower saddle height will help you like anything. RTR uses different sets of tyres at the front and the rear(17″-front and 18″-rear), this setup really makes the difference for the RTR’s road stance. 270mm petal disc brake holds the bike at the press of the brake lever. Hero Honda’s new hunk inherits most character of the CBZ X-treme but the heaviest bike in the class along with the large claddings tends to intimidate while taking sharp turns.
Recently launched Hunk is the first one to feature Gas charged suspension from Hero Honda’s stable. TVS has been using Rectangular arm suspesion for a long time, other such as Pulsar and Hunk adopts it. Other than Honda’s unicorn and Hero Honda’s CBZ Xtreme, all the bikes in the segment features Gas charged suspension. Unicorn’s 3 way adjustable monoshock and CBZ Xtreme’s ride is on a stiffer side. Both the bikes transfers the vibration to the pillion. TVS MIG(Monotube Inverted Gas filled) offers better ride. Bajaj pulsar 5 way adjustable suspension set up is one of the softest. Hunk’s comfortable seating (with extra lumber support) and GRS makes it easily the winner in the ride quality. 145kg beast controls the vibration and rarely transmits. All these bikes except unicorn have handle bar weights to cushion your hands by reducing the handle bar vibration. But i have seen many of the bikers to remove the weights since it tends to hit while negotiating sharp turns.
Engineering and goodies
the All goodies…these bike have trip meter,standard warning lamps and an analog tachometer in common. While Honda bets on quality, bajaj packs its bike with user friandly features to sell its bikes. Pulsar 150cc is the first bike to feature digital instrumentation and LED tail lights. Pulsar’s instrument panel is neatly laid out. Cable free speedometer is an another useful feature in the pulsar 150cc. TVS followed the bajaj’s way apahe RTR comes with LCD speedo analog tacho and LED tail lamp cluster. Apache RTR’s useful features includes service and battery indicators. The clip on handlebar which facilates varying the handle bar position is a must feature to be in all bikes.While the Xtreme features twin pod instrument, hunk and unicorn features hooded tripod arrangement.
No confusion here! the winners of this test are every bike enthusiast who pushed these makers to come out with bikes of international standard. Though indian market far from being compared to any western market. Our bike standards are growing day-by-day. Though R1 and Hayabusa are not made in india. Apache’s and Xtreme’s feature equally competetive design.
Coming back to our “battle b/n the beasts”, Bajaj pulsar 150cc and Honda Unicorn are already proven winners. Comfort factor and fuel efficiency of both the pulsar and unicorn are unquestionable and still the best in the category. But as new generation bikes like apache RTR, CBZ X-treme and Hunk are ready to take the customers to a new range of excitement, Pulsar and unicorn tends to give way to newbies. RTR’s robust performance, Hunk’s muscular styling and CBZ Xtreme’s exceptional handling characteristics cannot escape from the eyes of bike lovers. CBZ X-treme lacks contemporary styling and its stiffer ride quality leaves the race in the penuultimate lap. Also X treme is too pricey. Hero Honda has set right few of the short comings of CBZ X-treme at the same time inheriting the best of it. Hunks blends cruiser and racy theme nicely.Lack of powerful engine and absence of modern (yet practical) features makes the wrestler to lose against the athelete. Apache RTR with high performance engine, upswept styling and host of features rocks the 150cc class. The dearer price point also adds more value to the RTR.The crown for 150cc kingdom has been most voltaile and with the apache RTR FI, Yamaha’s and Suzuki’s 150cc bike are around the corners, i’m sure that a new(complete) set of bikes will be compared when we do it again in 2008.

The advantage of the Short Stroke Engine of the RTR

TVS recently launched it's newest version of Apache,(with the bore stroke reduced and the displacement scaled up by 13 CC, ie., to 160 CC) named "Racing Throttle Response 160". Should we take that title seriously? Or is it only a joke.? I hope to answer most questions about short stroke engines in this article. TVS claims a top speed of 121 KMPH for this bike - slightly higher than a Bajaj Pulsar 180 (Top Speed: 118 KMPH). Here is a small analysis that some guys at IIT Madras did of the engines.

First, let us understand the response of a short stroke engine. Take a look at the graph above. The Blue line and the black line represent engines of the same displacement, 150 CC. The Black line represents a short stroke engine. (The engine displaces 150 CC in volume but the cylindrical volume of displacement has a lower height and a larger surface area to account for 150 CC.). The vertical axis represents output power at the engine and the horizontal axis represents RPM.
Take a close look at the blue line and the black line. The 150 CC Short stroke engine has a significantly lower power output than its normal 150 CC counterpart until about 4000 RPM. But after 4000 RPM, the power output starts increasing rapidly - much more rapidly than the normal engine- check out the slope of the black line. Also, the short stroke engine has a higher peak power output and it saturates at about 8000 RPM. The normal engine gains power steadily and saturates at about 8300 RPM. What does this mean?
Well, a bike fitted with a short stroke engine will tend to have a significantly lower starting torque than a bike fitted with a normal engine!!! Believe it!! But the bike with a short stroke engine accelerates much faster than it's counterpart after the first 2 seconds or so - It does catch up and overtake the normal engine.. ie. after crossing the 4000 RPM mark. Infact, it leaves the normal engine bike in the dust (just check out the rapid increase of power represented by the black line in the graph.).
Why 160 CC ??
So now, why did TVS put a 160 CC short stroke engine on the RTR if a 150 CC short stroke was sufficient to increase the power of the normal 150 CC?? The reason could well be this for a layman: They may have decided to stay comfortably ahead of the other bikes in the segment. But, I would say the reason is this: I mentioned about the significantly lower starting torque of the short stroke engine in the previous paragraph didn't I ? That could well be the reason. Observe the red line and the blue line now. The red line represents a short stroke engine similar to the one represented by the black line - but one that has been scaled up to displace 10 CC higher, ie., 160 CC. In this case, the redline does not take too long to catch up with the normal 150 CC engine. The output powers of both engines meet at a much lower, 2000 - 2500 RPM now. Once this mark is breached, the short stroke engine justs spits out power rapidly, need i mention the fact that the normal 150 CC can't keep up ?
The Big Question ..
So, the Pulsar 180 CC has a peak power output of 16.2 BHP. The RTR has 15.2 BHP. Looks like the RTR would lose in a drag, doesn't it ? The answer is NO !! I have seen discussions on popular forums where some idiots say "The RTR can keep up and give a good fight to the Pulsar 180 upto 65 KMPH, may be after that the Pulsar 180 will beat the Apache!". This is utter rubbish!!. It is actually the other way round. The RTR gains RPM and the associated gain in power very very rapidly compared to a bike with a normal engine (of a larger size, say 180 CC) only after crossing 5000 RPM mark. The Pulsar should technically be off the mark first. RTR will do the catching up. (Not the other way around!!) With a shorter drive chain, lighter body and a more aerodynamic design, the RTR could very well negate the 1 BHP advantage of the P180.
It is not only the top power output that counts. What counts here is how quickly the engine can get there. The RTR 160 peaks at about 7500 RPM - it can definitely keep up with bikes that have a significantly higher displacement.
If you're starting from rest on an RTR alongside say a Pulsar 180, the Pulsar 180 will get ahead initially, the RTR will catch up. If you're riding alongside a Pulsar 180 at about 70KMPH, and you suddenly decide to race the Pulsar 180, squeeze the throttle and you'll get ahead with ease - Believe me.!