HAPPY NEW YEAR

Hi, Its me Satyam and i wish HAPPY NEW YEAR to all the world.  

Lamborghini Reventón

The Lamborghini Reventón (pronounced /ˌrɛvənˈtoʊn/, Spanish pronunciation: [ɾeβenˈton]) is a mid-engined sports car that debuted at the 2007 Frankfurt Auto Show. It is currently the most powerful and expensive Lamborghini road car to date, costing one million euros. The official press release states that only 20 examples will be released to the public,with a single car (0/20) produced for the Lamborghini Museum. Although early rumours indicated the total number would actually be 100, each Reventón is clearly stamped with its number in the sequence of 20 between the drivers and passengers seats.

Although the exterior is all new, almost all the mechanical elements (including the engine) are taken directly from the Murciélago LP640.According to the official press release, the exterior styling was inspired by "the fastest airplanes". To emphasize this, Lamborghini staged a race between a Reventón and a Panavia Tornado fighter plane.

Performance

Initial reports suggest that the 6.5 L (400 cu in) V12 may receive a power boost of approximately 30 bhp (22 kW), bringing the new output to 670 bhp (500 kW). In spite of this, and the car's carbon fibre components, the Reventón accelerates to 100 km/h (62 mph) a bit faster than the Murciélago LP640 (3.3 seconds). The car is capable of reaching a maximum speed of over 340 km/h (210 mph).

Interior

The instrument panel in the Reventón comprises three TFT liquid crystal displays (LCDs) with two different display modes. The instruments are housed in a structure milled from a solid aluminium block, protected by a carbon fiber casing. The G-Force-Meter is completely new and it is one of the talking points of the Reventón. It displays the dynamic drive forces, longitudinal acceleration during acceleration and braking, as well as transversal acceleration around bends. These forces are represented by the movement of an indicator on a graduated 3D grid depending on the direction and intensity of the acceleration. Formula One teams also use a similar device to analyze dynamic forces.

By simply pressing a button, the driver can switch to the second, quasi-analogical display, where there are the usual circular instruments; speedometer and tachometer. The G-Force-Meter still remains at the center of this display mode.

Exterior
 
Lamborghini has also picked up some of parent company Audi's design language. The Reventón is the first Lamborghini to incorporate daylight running lights into the headlamps. Seven Light Emitting Diodes (LEDs) at each headlamp flank the Bi-Xenon main beam and they stay lit whenever the car is in movement. Due to the high temperatures in the rear lower part of the car, special heatproof LEDs are used for the indicator and hazard lights, stoplights and rear lights with a triple arrow optical effect.

Mitsubishi lancer Evolution X

In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Concept-X.

Mitsubishi unveiled a second concept car, the Prototype-X, at the 2007 North American International Auto Show (NAIAS).

The Lancer Evolution X sedan features a newly designed 4B11T 2.0 L turbocharged, all-aluminum inline-4 engine. Power and torque depend on the market but all versions will have at least 280 PS (205.9 kW, 276.2 hp) (JDM version), the American market version will have slightly more. The UK models will be reworked by Mitsubishi UK, in accordance with previous MR Evolutions bearing the FQ badge. Options for the UK Evolutions are expected to be between 300 hp (220 kW) and 360 hp (270 kW). Two versions of the car will be offered in the U.S. The Lancer Evolution MR, with 6-speed Twin Clutch Sportronic Shift Transmission (TC-SST). The other version is the GSR which will have a 5-speed manual transmission system. The car has also a new full-time all-wheel drive system named S-AWC (Super All Wheel Control), an advanced version of Mitsubishi's AWC system used in previous generations. The S-AWC uses torque vectoring technology to send different amount of torque to any wheel at any given time.
It also features Mitsubishi's new sequential semi-automatic six speed Twin Clutch SST twin-clutch transmission with steering-mounted magnesium alloy shift paddles. A 5-speed manual gearbox will also be available. Mitsubishi claims that the 5 speed manual transmission has always been preferred in rallying and should be very refined, resulting in a more satisfying drive. New Lancer Evolution will incorporate Mitsubishi's next generation RISE safety body.

The production version of Prototype-X has begun production in Autumn 2007. The Evolution X went on sale October 1, 2007 in Japan then in January 2008 in the U.S.A. , February in Canada (as the first version of Evolution in Canada) and in March 2008 in the UK at prices between £27,499 and £37,999. The Twin Clutch SST version was available in Japan from November 2007.[19] Europe will follow with sales in May, GSR and MR version (= incl. Premium Package).

Japanese models
The engine is the 4B11-type 2.0 litre inline-4 turbo and produces 300 PS(221 kW/296 hp) at 6500 rpm 422 N•m (311 ft•lbf) (43.0 kg-m) at 3500 rpm. Aluminum is used in the roof panel, front fenders and the rear spoiler frame structure.
RS - 5 speed manual transmission. 18-inch tires. Driver dual-stage airbag. Standard Engine immobilizer.
GSR - Standard rear spoiler. 5 speed manual or 6-speed Twin Clutch SST transmission (magnesium paddle shifters on SST model). 245/40R18 tire on Enkei 12-spoke high-rigidity cast alloy wheels or optional BBS lightweight alloy wheels. Brembo ventilated disc brakes. Standard S-AWC 4WD system. Driver and front passenger dual-stage airbag. Standard Engine immobilizer with security alarm. Optional Mitsubishi Motors Communication System (MMCS) which comprises a 30Gb hard disk drive audio/navigation system with 7-inch (180 mm) LCD screen. Optional Rockford Fosgate premium sound system. Optional keyless remote entry.

GSR can be fitted with following packages:
High Performance Package - Bilstein single tube shock absorbers and Eibach coil springs, brembo 2-piece disc brakes, high performance tires with stiffer walls and better grip.Stylish Exterior Package - Chrome finish for the front grille lattice and beltline molding, body color-keyed fender vents, adds fog lamps.Leather Combination Interior - The seats matches the color of the exterior.Premium Package - All 3 above packages plus 18-inch (460 mm) BBS lightweight alloy wheels.

Option packages:
(GSR only) Sight, Sound and Spoiler Package - Xenon HID headlamps with manual leveling; large rear spoiler; FAST-Key electronic entry and starting system; 650-watt (maximum) Rockford Fosgate audio system; in-dash 6-disc CD changer; SIRIUS Satellite Radio with six months prepaid subscription.

(MR only) Technology Package: Mitsubishi Multi Communication System, GPS navigation with Diamond Lane Guidance; 30GB hard disc drive with Digital Music Server, in-dash DVD/CD player, multifunction 7-inch (180 mm) color LCD touchscreen, 650-watt (maximum) Rockford Fosgate high-performance audio system, SIRIUS Satellite Radio with six months prepaid subscription.

Engine options:
FQ-300 - Engine rated 295 PS (291 hp/217 kW) at 6500 rpm and 407 N•m (300 lb•ft) at 3500 rpm.
FQ-330 - Engine rated 329 PS (324 hp/242 kW) at 6500 rpm and 437 N•m (322 lb•ft) at 3500 rpm.
FQ-360 - Engine rated 359 PS (354 hp/264 kW) at 6500 rpm and 492 N•m (363 lb•ft) at 3500 rpm. Carbon fibre front lip spoiler, rear vortex generator, gear knob, hand brake. Front leather Recaro seats.

Mitsubishi Lancer Evolution IX

Your boss drives a Mercedes SL500 roadster. It's beautiful. Sexy. And your coworkers fawn over it. Too bad it's so slow. 

For about $32,000, you can buy a 2006 Mitsubishi Lancer Evolution IX and smoke that stuffed shirt. 

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005, and exhibited the car at the Geneva Motor Show for the European market the same day. The North American markets saw the model exhibited at the New York International Auto Show the following month. The 2.0 L 4G63 engine has MIVEC technology (variable valve timing), boosting official power output at the crankshaft to 286 hp (213 kW) and torque to 289 ft•lbf (392 N•m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 lb•ft (305 N•m). WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a wheel dynamometer, a difference of 30 hp (22 kW).

The USDM Lancer Evolution IX models (standard; "GSR" in some markets), RS, SE, and MR) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The resulting weight savings of over 60 lb (27 kg) gave the RS a subtly sharper handling responsiveness that helped it shave fractions of a second off the lap times of other models on an identical course.[citation needed] However, the top-end MR had a high top speed, since its 6th forward gear allowed it to reach 165 mph (266 km/h) at 7,000 rpm compared to 157 mph (253 km/h) at 7,000 rpm in 5th for the RS and middle-positioned IX models.

The IX MR retained the features of the Evolution VIII MR, like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models continued to sport Recaro bucket seats, Brembo brakes and MOMO steering wheels. Additional revisions from 2005 included a closer gear ratio for the 5-speed manual transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evolution IX model,[citation needed] HID headlights were no longer standard equipment on the base IX (nor were they standard on the 2005 VIII), and were available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.

Three trims were available for Japan, Asia and Europe. Although all models used the same 286 hp (213 kW) engine, the torque differed from one model to another. In Europe, however, the Evolution IX was advertised to have 280 hp (206 kW). The GSR produced 295 ft•lbf (400 N•m) of torque, while the RS and GT produced 300 ft•lbf (407 N•m).
RS - "ralli sport", revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available.
GT - revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces).
GSR - 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR).

In the United Kingdom, the Evolution IX used a different model scheme based on the car's horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp (254 kW) respectively. An FQ-360 model was subsequently released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produced less horsepower than its predecessor, it had more torque at 363 lb•ft (492 N•m) at 3200 rpm - 8 lb•ft (11 N•m) more than the FQ-400. All four models were designed to run on super unleaded petrol only.

FQ-300, 320, 340 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
FQ-360 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only

Four models were available in the US. All models used the same 286 hp (213 kW) engine. All models used a front and rear Limited Slip Differential, and an Active Center Differential.
Standard - revised 5-speed, standard model
RS - ralli sport, revised 5-speed, aluminum roof, gauge pack, minimal interior

SE - Special Edition, aluminum roof/hood, and front fenders, split seven-spoke forged aluminum BBS wheels in "diamond black" finish, HID headlights with integrated fog lights, red-stitched Recaro seats

MR - 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, hood, and front fenders, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.

All of the American models are the same in power and performance. The only thing that sets them apart is the Evo RS, which is 80 lb (36 kg) lighter than the MR and SE models.

To the standard (or "GSR") model, the Sun, Sound and Leather package added a power sunroof, HID xenon headlamps with integrated fog lights, a slightly different stereo headunit (with no integral amplifier), slightly upgraded speakers in the front doors and parcel shelf, a 4.1-channel amplifier under the driver's seat, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, leather-trimmed door panels, slightly revised center armrests in the front and rear, and separate rear side headrests. This model deleted the GSR's headliner-mounted sunglass holder to make room for the sunroof.

A 2,500-piece, limited edition Evolution IX station wagon was released in Japan soon after the sedan's debut. It used the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models were introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car's interior was the same as the sedan.

Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX's chassis but with four electric motors connected to the wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel motors used a hollow doughnut construction to locate the rotor outside the stator, unlike other electric motors where the rotor turns inside the stator. The result of this was a lighter motor which translated into lower unsprung weight than a system with the motors mounted in the wheels. Each in-wheel motor produced a power output of 68 hp (51 kW), thus giving a combined output of 272 hp (203 kW), comparable to that of regular, petrol powered Lancer Evolutions. The car competed in the Shikoku EV (Electric Vehicle) Rally 2005.

The Philippines had the Evolution IX until in August 2008, which was offered in two trims, the entry-level RS offering a 5-speed manual transmission, Brembo 17-in. ventilated discs (4-Pot), Brembo 16-in ventilated drum-in-disc (2-Pot) and almost the same features as to that of the GSR trim in the international version. The MR was the top-of-the-line segment, which offers almost the same feature as to that of the MR trim in the international verision. All of them are powered by a l4  2.0 4G63 turbocharged MIVEC engine.

Motorcyclist—Protect yourself! in New year

Talk about helmets always incites vehement disagreement between folks that believe in their value and those that don't. My opinion? I haven't heard any arguments from the no-helmet crowd that make any sense, and my personal experience tells me differently.

At about age 16, I was thrown off a motorcycle at 45 mph and, after an absolutely graceful, parabolic trajectory, I landed on my head. I had a good helmet on and I was able to limp away (gashed leg, and I had back pain for ten years).

An acquaintance of mine, "Eric", was sitting in his driveway, on his shiny new Harley, polishing the gas tank. He lost his balance, fell over, and hit his head on the cement driveway (no helmet, as he wasn't going anywhere). He died 3 or 4 days later. You can suffer fatal head injuries in an impact as low as 4 mph. 

A helmet is not a cure-all—no safety device is. I know that in any collision with a four-wheeler, I on my motorcycle am going to be the loser. What would be a "fender bender" for an auto is often death for a biker. We can easily lose a leg, have our organs destroyed, and/or suffer paralysis. We slide across asphalt grinding rocks, glass and who-knows-what-else into our flesh, all of which must then be scraped out by a big strong medical professional who uses sharp pointy objects and no anesthesia to dull the pain.

Since I love to ride, and cannot quit, I have a responsibility to protect myself as much as possible—I wear a good helmet, eye protection, protective clothing, and good boots. Knowing what I know, not doing this just doesn't make sense.

Keep it between the fence-posts!

Mitsubishi Lancer Evolution I

The Mitsubishi Lancer Evolution, colloquially known as the Lancer Evo, or Evo, is a car manufactured by Mitsubishi Motors. There have been ten official versions to date, and the designation of each model is most commonly a roman numeral. All of them share a two litre, turbocharged engine and four-wheel drive system. Evolution models prior to version VII were the homologation models for Mitsubishi's efforts in the World Rally Championship. In order to follow these rules, the Evolution was based on the same unibody as the Lancer.

The Evolution was originally intended only for Japanese markets but demand on the 'grey import' market led the Evolution series to be offered through RalliArt dealer networks in the United Kingdom and in various European markets from around 1998. Mitsubishi decided to export the eighth generation Evolution to the United States in 2003 after witnessing the success Subaru had in that market with their Impreza WRX, a direct competitor in other global regions.

Japanese-spec cars were limited by a gentleman's agreement to advertise no more than 276 hp (205 kW), a self imposed limit, 280 hp (210 kW) by the state, a mark already reached by Evolution IV. Therefore, each subsequent version has unoffically evolved above the advertised power figures, with the Japanese-spec Evolution IX reaching a real power output of around 321 PS (317 hp/236 kW).

Various versions available in other markets, particularly the UK, have official power outputs up to 405 bhp (302 kW). Even standard components are considered 'tuned' compared to other vehicles. For instance, the flywheel on normal cars weigh about 12-15 kilograms (26-33 pounds), but Evolution flywheels weigh a mere 6 kilograms (13 pounds) for very quick engine response.

Evolution I

The Evolution I was introduced in 1992 to compete in the World Rally Championship. It used the 2.0 L turbocharged DOHC engine and 4WD drivetrain from the original Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. The latter was a stripped-down club racing version that lacked power windows and seats, anti-lock brakes, a rear wiper, and had steel wheels to save approximately 155 lb (70 kg) less than the 2,730 lb (1,238 kg) GSR, while the former came with all of the conveniences of a typical street car. It came with Mitsubishi's 4G63 engine producing 250 PS (244 hp/182 kW) at 6000 rpm and 228 ft•lbf (309 N•m) at 3000 rpm, along with all wheel drive which would become a trademark on all Evolution models. 5,000 of the first generation Evolutions were sold between 1992 and 1993.

Ford Shelby GT500KR

The Shelby Mustang is a high performance variant of the Ford Mustang, built by Ford from 1968 through 1970. The 1965, 1966 and 1967 Shelbys were a series of Ford Mustangs which were specially modified by Carroll Shelby's company and sold with the marque "Shelby Cobra". The program was factory-sponsored by Ford to compete with the Corvette, also factory-sponsored by Chevrolet, neither of which could be built for the sales price charged. In 2007, following the introduction of the Fifth-generation Ford Mustang the Shelby nameplate was revived for new high performance models.

The Ford Shelby GT500KR, revealed at the 2007 New York International Auto Show, was released in the spring of 2008. The car is powered by a 540 horsepower 5.4-liter (330 CID) supercharged V-8 variation with a Ford Racing Power Upgrade Pack. SVT and Shelby announced that 1,000 40th Anniversary Editions will be built for the U.S. in 2008, with another 571 units in 2009. This 1,571 production run matches that of the original 1968 GT500KR. In total, 1,746 units will be produced, with the extra 175 units going to other markets.

The Shelby GT500KR features a carbon composite hood with scoops and hood pins, a lowered front air dam, and 14-inch Brembo brand front brakes with functional cooling ducts. The suspension has been modified and tuned by Shelby Automobiles and Ford Racing including unique spring rates, dampers, stabilizer bars, and strut tower brace, all designed specifically for the KR.

The GT500KR draws on styling features from the classic 1968 "King of the Road" GT500KR model, and the 2008 model includes "40th Anniversary" badging; both years will have silver paint with blue "LeMans" stripes, and Carroll Shelby signature embroidered seats. The GT500KR's price will be $79,995.

The GT500KR is featured prominently in the new Knight Rider television series on NBC. One of the main characters of the show is KITT, an advanced Artificial Intelligence housed in a GT500KR.


Specifications:
Front engine, RWD, 4 passenger, 2 door coupe
Supercharged DOHC 32 valve V8 engine
330 CID (5408 cc) displacement
Power: 540 hp (410 kW) (550 CV)
Torque: 510 ft.-lbs.
6 Speed Manual Transmission
3.73 differential ratio
18 x 9.5" Alcoa wheels on Goodyear F1 tires (front: P255/45ZR18 rear: 285/40/ZR18)
Tuned suspension by Shelby and Ford Racing
3,800 lb (1,700 kg) curb weight
107.1 in (2,720 mm) wheelbase
188×73.9×54.5 in (4.78×1.88×1.38 m)


Performance:
0-60 mph (0-97 km/h): 4.1s
1/4 mile: 11.92s @ 120 mph (11.58 @ 122 mph on drag radials)

Starting in 2008, previous 2007 Shelby GT500 Mustangs could be sent to Carroll Shelby's Special Performance Plant in Las Vegas to be rebuilt into a Super Snake, which resembles the 1968 GT500KR, for an additional cost of $27,995. The Super Snake will offer a 605 hp 5.4L Eaton roots type supercharged version with warranty. A Kenne Bell twin-screw supercharged version with "over 725 hp" will also be available, without warranty and a 0-60 time of under 4 seconds.The Super Snake is inspired by the 1967 GT500 Super Snake, a car made by Carroll Shelby for Goodyear Tires.

The Super Snake also comes with a variety of other performance, handling and cosmetic changes including badging, gauge pod, stripes, 20" Alcoa wheels, fibreglass ram-air Super Snake hood, stripes, carbon fibre front splitter and skirts, larger 6-piston Baer brakes, front and rear brake cooling ducts, complete track setup suspension, aluminum driveshaft, 3.73 differential gears and cat-back exhaust system.

Unique Performance

In 2002, Carroll Shelby sold a license to a company called Unique Performance in Farmers Branch, Texas, to produce the GT500E, a Shelby based on the "Eleanor" 1967 GT500 featured prominently in the 2000 movie Gone in Sixty Seconds, starring Nicolas Cage. Other new Shelbys followed, including the GT350SR and GT500SR. Each of these new Shelbys is given a Shelby VIN number and all are eligible for inclusion in the Shelby American World Registry.

On October 5, 2007 Shelby's licensing branch announced it has taken steps to sever the relationship with Unique Performance after numerous complaints and several lawsuits filed by customers who had paid money for "Continuation" Shelby GT-350SRs and GT-500Es (Eleanors) but not received cars.

On November 1, 2007, Unique Performance was raided by the Farmers Branch Police Department due to VIN irregularities and subsequently declared bankruptcy, which effectively ended the Shelby continuation "Eleanor" production.

Bajaj Pulsar 220 DTS-Fi

The Bajaj Pulsar 220 DTS-Fi is the latest addition to the Pulsar family of motorcycles from Bajaj Auto. Features differentiating this bike from other members of the DTS-i family include oil cooled, fuel injected engine, front and rear disc braking, tubeless tyres, a digital speedometer console (recently introduced in all other Pulsar editions) and parabolic/ellipsoidal projector headlamps.

Features and specifications

With this introduction, Bajaj Auto would achieve a close second in the race to offer a microprocessor-based fuel injected motorcycle to Indian customers, after Hero Honda's 125 cc Glamour FI motorcycle.The new Pulsar has a longer wheelbase than its predecessor, factory-fitted front and rear disc brakes and detailed digital instrumentation. The Pulsar DTS-Fi generates a maximum power of 20 bhp and a maximum torque of 19.12 N·m (14 lb·ft).

Engine technology

DTS-Fi stands for "Digital Twin Spark Fuel Injection", a ‘Bajaj Patented Technology’. In fuel injection the conventional carburettor has been replaced by injector which injects fuel in to the engine in a spray form based on the instructions of the Engine Control Unit (ECU) which is a part of the Engine Management System EMS. The Electronic Control Unit (ECU) is microprocessor based and is the brain of the fuel injection system. It processes information sent by various sensors and instantly determines optimum fueling and spark timing for various engine operating conditions. The ECU contains detailed information of the engine's characteristics from which it picks the necessary data for commanding both fueling & spark timing.

The main advantages of Fuel Injection are: a. Increased power output for same cc. b. Better low end torque. c. Lower fuel delivery & optimisation of spark timing. d. Improved cold start, quick warm-up and excellent response to sudden acceleration. e. Lower emission levels. f. Self detection and communication of fuel system malfunctioning if any.

Engine: 220 cc single, 2 valve, 4 Stroke, EFI, air                  cooled with oil cooler 
              Bore x Stroke: 67 mm x 62.4 mm                             Compression ratio: 12.8:1
Top speed: 145 km/h (90 mph) (estimated)
Power: 20 PS (20 hp/15 kW)
Torque: 19.13 N·m (14 lb·ft)
Transmission: 5 speed manual sequential
Suspension Front: 37 mm telescopic hydraulic type 130 mm (5.1 in) travel
Rear: Ellipitical section swingarm with twin hydraulic gas-charged shock absorbers; 101 mm (4 in) travel
Brakes Front: 260mm disc
Rear: 230 mm disc
Tires Front: 90/90-17 tubeless
Rear: 120/80-17 tubeless
Weight Approx.: 150 kilograms (330 lb)

Yamaha YZF-R1 (Catch this eye)

YZF-R1 - genius engineering

The YZF-R1 has been astonishing supersport riders since 1998 and is now well established as the legendary performer of the supersport world. The R1 is for riders who really know where they're at, whether they're on road or track, riders who know that supersport performance means more than just an extreme spec sheet.

The Art of Engineering concept we use to keep ahead of the opposition is about much more than mere numbers, because Yamaha engineers understand that riding well is about feel, feedback and confidence, so we create machines that can get the best out of you on every ride, always challenging you to go to the next level.

Our engineers and designers work ceaselessly to improve the R1, refining its DNA, using MotoGP input and utilising new technologies that allow you to fully exploit its astonishing performance.

The awesome 2007 R1 is the embodiment of that philosophy, utilising state-of-the-art electronics - YCC-T (Yamaha Chip Controlled - Throttle) and YCC-I (Yamaha Chip Controlled - Intake) air funnels - to increase performance and enhance man-machine interaction with a never-before-possible quality of feedback and performance.

Combine these cutting-edge technologies with a new 16-valve engine, a brand-new Deltabox frame and stunning new bodywork and you'll understand why our engineers believe that 2007 is a landmark year in one-litre supersport performance.

Engine

The 2007 R1 uses a new 16-valve engine, utilising know-how from Valentino Rossi's mighty M1 MotoGP bike for more performance throughout the rev range. The engine is Yamaha's jewel in the crown, with titanium intake valves and high-precision fracture-splitting con rods. The result is our best-ever engine performance, 180 horsepower at 12,500 rpm, and that's before the forced air intake system kicks in.

But the fact that the new R1 has more horsepower right across the rev range is only half the story, even more important is how that power feels. That's why this R1 uses YCC-I (Yamaha Chip Controlled - Intake) and YCC-T (Yamaha Chip Controlled - Throttle). YCC-I, the biking world's first electronics-controlled motor-driven variable intake funnel system, ensures ideal power and torque at all rpm by adjusting funnel length to perfectly suit throttle opening and rpm. YCC-T outperforms conventional carburettor/injection systems by allowing an excellent torque curve and, because it always delivers the optimum fuel/air mix, you get perfect acceleration whatever revs and throttle opening you're at.

Type: Liquid cooled, 4-stroke, DOHC, 4-valve, forward inclined, parallel 4-cylinder
Displacement: 998 cc
Bore and stroke: 77.0 x 53.6mm
Compression ratio: 12.7:1
Max. power (with direct air induction): 139 kW (189 HP) @ 12,500 rpm
Max. power (without direct air induction): 132.4 kW (180 HP) @ 12,500 rpm
Max. torque (with direct air induction): 118.3 Nm (12.1 kg-m) @ 10,000 rpm
Max. torque (without direct air induction): 112.7 Nm (11.5 kg-m) @ 10,000 rpm
Lubrication: Wet sump
Carburettor/Fuel supply: Fuel injection
Clutch type: Wet multiple-disc coil spring
Ignition: TCI
Starter system: Electric
Transmission: Constant mesh, 6 speed
Final transmission: Chain
Primary reduction ratio: 65/43 1.512
Secondary reduction ratio: 45/17 2.647

Gear ratios:

1st - 38/15 2.533
2nd - 33/16 2.063
3rd - 37/21 1.762
4th - 35/23 1.522
5th - 30/22 1.364
6th - 33/26 1.269

Chassis

Riding fast, riding well is all about man-machine interaction, so the 2007 YZF-R1, like every R1 before it, has been carefully honed for breathtaking performance on racetrack and twisty roads.

The latest and greatest R1 features an all-new Deltabox frame and upside-down truss-style swingarm which respond exactly to rider input on corner entry and improve rear-wheel force for extra corner-exit traction. And the new R1's superbly damped forks and rear shock feature two-way compression damping for wonderfully accurate high-speed control. The R1 also has a slipper clutch for smoother corner entries and awesome six-pot, radial-mount front brakes too. R1 - it's all about man-machine interaction.

Frame: Aluminium die-cast Deltabox
Front suspension: Telescopic forks, 43 mm
Front wheel travel: 120 mm
Rear suspension: Swingarm
Rear wheel travel: 130 mm
Caster angle: 24 degrees
Trial: 102 mm
Front brake: Dual discs, 310 mm
Rear brake: Single disc, 220 mm
Front tyre: 120/70 ZR17MC (58W)
Rear tyre: 190/50 ZR17MC (73W)

Dimensions
Overall length: 2,060 mm
Overall width: 720 mm
Overall height: 1,110 mm
Seat height: 835 mm
Wheelbase: 1,415 mm
Min. ground clearance: 135 mm
Dry weight: 177 kg
Fuel tank capacity (reserve): 18 litres (3.4 litres)
Oil capacity: 3.83 litres

Rossi comes home twelfth in Rally GB event

One-off WRC appearance ends in success for MotoGP title holder in Wales.

MotoGP World Champion Valentino Rossi´s weekend of WRC action ended as a resounding success for the Italian, as he claimed a creditable twelfth position after a gruelling three days of the Rally GB.

Driving a Stobart-backed Ford Focus for the event, Rossi and co-driver Carlos Cassina moved up three places from fifteenth on Sunday after a thrilling final two stages, concluding his progression up the field. He had leapt from 45th (at the end of the first stage) to 24th by the end of day one, and continued to pick up speed over the course of the remaining two days. His twelfth place not only banished demons of his first Rally GB appearance –which he was unable to complete after an early crash- but was also just one position off his 2006 finish in the New Zealand round of the WRC series.

`I´m very happy today, firstly to finish the rally and secondly to set some very good times on the four stages today,´ said Rossi after the event´s conclusion, upon which he received the Abu Dhabi Spirit of the Rally award for his efforts.

`The car was fantastic and I was finding it easy to drive when we got a precise setting. My approach here was to take the race step-by-step and try not to make any mistakes and this worked well. I think this rally was very difficult and finishing it makes me very happy indeed. The Focus was really nice to drive and it´s been fantastic working with the Stobart team.´

Big mistakes there weren´t, but the six-time MotoGP titlist did have an edge-of-seat moment in the icy conditions on Saturday. Taking on the Crychan stage of the rally, Rossi overshot a corner and smashed up the front of his car, cracking the windscreen and losing the front bumper.

In placing twelfth, Rossi placed higher than six regular WRC riders, and was 13´10.4 behind Citroen´s Rally GB winner Sebastien Loeb.

Ferrari 360

Even after five years, the Ferrari 360 is still considered the best sports car available by many enthusiasts.Because of its better handling and support.This car takes you where you want to be so check it out nowhere else from this blog.
The Ferrari 360 is a mid-engine two-seater sports car produced from late 1999 until 2005. The 360 replaced the Ferrari F355 and was itself replaced by the fairly similar Ferrari F430. For the 360, Ferrari partnered with Alcoa to produce an entirely new all-aluminum space-frame chassis that was 40% stiffer than the 355, yet 28% lighter despite a 10% increase in overall dimensions. Along with the new frame was a new Pininfarina body styling that broke ranks with the last decade's sharp angles and flip-up headlights, replacing them with a rounded appearance that harkened to the 1960s. The new V8 engine, common to all versions, was only slightly larger and more powerful than the 355's at 3.6 litres and 300 kW (400 bhp) of power, but the lighter frame and added stiffness improved performance; the 0 to 100 km/h acceleration performance improved from 4.6 to 4.4 seconds, and in the Challenge versions it was as low as 4.0 s. An engine replacement resulted in the current V8 road model, the F430 (internally referred to as the evoluzione or evo) which came out in 2004.

Specifications
Engine
All models featured the same layout:
No. of cylinders: 90° V8 F131
Bore & stroke: 85 by 79 mm (3.34 by 3.11 in)
Total displacement: 3586 cm³ (218.8 in³)
Redline: 8500 rpm

For Modena and Spider:
Maximum power: 300 kW (400 bhp) @ 8500 rpm
Maximum torque: 373 N·m (275 lbf·ft) @ 4750 rpm

Modena
Interior of the Modena with the Rossa Corsa paint and tan leather. This example is equipped with the F1 gearbox, controlled by the "paddles" on the steering column

Profile of Ferrari 360 Modena.
Performance
0-62 mph: 4.5 s
Top speed : 300 km/h (186 mph)
downforce: 180 kgf (1.77 kN) @ 300 km/h (without rear wing)
lift/drag: -0.73:1
EPA Fuel Economy: 10 mpg U.S. city/16 mpg U.S. highway (24 L/100 km and 14 L/100 km)

Spider
The 360 Spider is Ferrari's twentieth roadgoing convertible. The model was regarded a classic even when launched in 2000. Designer Pininfarinas lines are by many regarded as timelessly beautiful and yet sportingly aggressive.

The engineers worked hard from the start of the 360 project to lay the foundation for a Spider with exceptional torsional and flexional rigidity. They had to strengthen the sills, stiffen the front of the floorpan and redesign the windscreen frame. The rear bulkhead had to be stiffened to cut out engine noise from the cabin. The convertible's necessary dynamic rigidity is provided by additional side reinforcements and a cross brace in front of the engine. Passenger safety is ensured by a strengthened windscreen frame and roll bars.

The 360 Spider displays a curvilinear waistline. The fairings imply the start of a roof, and stable roll bars are embedded in these elevations. Due to use of light aluminium constructions throughout, the Spider weighs in with only 60 kg (130 lbs) more than the coupé.

With its hood up, the Ferrari 360 Spider looks extremely aggressive. Lowering the hood totally transforms the look. Seen from the side, the 360 Spider resembles a sports racer, a sensation underlined by the length of the rear engine bay, the twin roll bars, the rear fairings and the steep windscreen.

As with the Modena version, its 3.6 litre V8 with 400 bhp is on display under a glass hood. The engine - confined in space by the convertible's top's storage area - acquires additional air supply through especially large side grills. The intake manifolds, with the classical Ferrari covers, cuddle up to each other between the air supply conduits in the Spider engine compartment, as opposed to lying apart as with the Mondena.

Despite the car's mid-mounted V8 engine Ferrari's engineers found a way of creating a hood that automatically folds away inside the engine bay, thus ensuring purity of line. The top canopy of crease free material comes in black, blue, grey and beige. The striptease from a closed top to an open-air convertible is a two-stage folding-action that has been dubbed "a stunning 20 second mechanical symphony". After a short to and fro, the entire top disappears into a closed storage area between the seating and the engine.

The interior of the Spider is identical to the coupé.

Dimensions
Overall: length 4477 mm (176.3 in)
Overall: width 1922 mm (75.7 in)
Height: 1235 mm (48.6 in)
Wheelbase: 2600 mm (102.3 in)
Front track: 1669 mm (65.7 in)
Rear track: 1617 mm (63.6 in)
Weight: 1350 kg (2976 lb)
Curb weight: 1450 kg (3197 lb)
Weight distribution: 42/58% front/rear
Fuel capacity: 95 L (25.1 US gal)

Performance
0–100 km/h (62 mph): 4.1 s
Top Speed : 300 km/h (186 mph)
downforce: about 270 kgf (2.6 kN) @ 300 km/h (without rear wing)
lift/drag: about -1.1:1

Dealing the Light Glare with mSatyam

Many of us have seen the old WWII submarine movies
(like "Run Silent, Run Deep") where the officers don dark goggles and the sub's interior lights are dimmed to red, in order to protect the night vision of the officers and "lookouts." This was a matter of life and death -- a few seconds on the ocean's surface without sharp eyes could be disastrous if there were enemy aircraft or surface ships around. When you are piloting a vehicle weighing a few thousand pounds down a highway at 90 or 100 feet per second, having sharp night vision is equally as important for you.
Headlights these days are brighter than ever. Many vehicles are equipped with halogen lights, or even the newer "blue" high intensity discharge lights, and these take an even greater toll on your eyes' ability to recover from nighttime light glare. As we get older, our ability to recover our night-vision after exposure to bright lights is one of the first of our visual functions to diminish (a phenomenon called nyctalopia). I can tell you from my own experience as a professional driver that light glare is one of the most fatiguing things I ever encountered on the highway -- a few hours on a highway at night in heavy traffic would often result in not only fatigue, but headaches as well.
First of all, if you are particularly susceptible to light glare recovery problems (if you are, you probably already know it), make sure you slow down at night as you are particularly vulnerable to out-driving your headlights. If you are faced with a driver whose lights are too bright, it is not a good practice to flash your brights at them -- although that is common practice and most people do it. Think about the results of this action; instead of having one visually handicapped driver, now we have two, and in a potential head-on situation!
It is also illegal to turn your bright lights on in the face of another driver, or approaching closely behind them, even for just a moment, and I have known highway patrolmen who cite drivers who do this to them. In my state of Arizona, the rules are that you must dim your brights within 500 feet of an approaching vehicle, and within 300 feet from behind. Your state has similar provisions.
Deal with light glare by averting your eyes slightly down and to the right. The right-side white stripe outlining the right edge of the usable roadway is called the "fog-line." One of its purposes is to provide drivers with a reference line to keep their vehicle aligned with the roadway in poor visibility situations -- and this is one such situation. Use it to keep your vehicle on the road, but keep aware of the approaching vehicle using your peripheral vision. If that vehicle starts to drift into your lane, you must be able to react quickly
As always, keep the shiny side up!

Mazda MX-5

Mazda also emphasized on balance for the MX-5 and have achieved a 50:50 weight distribution, making this one of the best Mazda drift cars.
It has very neutral balance so it's a great car for beginners. It’s a small, lightweight sports car that loves to be driven hard. The higher up in the revs, the better! It’s a real driver’s car and is designed for only that purpose alone.

Drifting the MX-5 in stock form is somewhat of a challenge, but that also makes it a great car to learn from. The weight is its ultimate advantage as the older MX-5 weighs just under 1000kg and the newer models are a little heavier; just over 1000kg. Power output is ranging from 115hp on older models to 160hp on newer models.

You don’t see this car very often in drifting because it is generally considered to be more of a beginner’s car, but personally I can never get enough of this car.

NISSAN Skyline R32 GTS-t

The Nissan Skyline has only been released in Japan, so all the Skyline models have the driver seat on the right. Although the Skyline GT-R is a 4WD, the GTS-t is fortunately a RWD.

Engine wise there are many variations available but the 2.0 liter is the one to go for. This one is turbocharged and produces 212hp.

The 2.5 (180hp) is non-turbo, and the 2.6 (280hp) engine is placed in the GT-R. Some people even swap the RB for a SR engine, since it's lighter. The RB is a great engine though, with lots of tuning potential and good power.

But they are starting to become more difficult to get. At least a good one is.
Not only was the Skyline never exported outside of Japan, most of them suffered a lot of abuse from the drifters. And as it's getting older (the newest being around 15 years old) a good R32 GTS-t that didn't got totally rocked by the Japanese at their local circuit is getting harder to find these days.

Mazda RX-8

Designed to follow in the footsteps of the RX-7, the Mazda RX-8 was released to the market as its successor. It still retains the original concept as a sports-coupe, only now it’s a 4-door coupe with suicide doors on the back.

It’s a well designed car that comes very close to 50:50 weight distribution. The 1.3 liter rotary engine that has been taken under hands is now smaller in size and weighs less than previous rotary engine. It has better fuel economy and increased power output.

But unlike its big brother the RX-7 it doesn’t have a turbocharger. So unfortunately it is lacking a bit in power. 

There are two versions available, the first one with a 5 speed manual with about 190hp, the other with a 6-speed gearbox delivering about 230hp. Of course it's the latter one you want.

Toyota MR2

Although not the smartest choice for drifting, this mid-ship Toyota MR2 is still well suited for drifting. Because the engine is in the back, and thus most of the weight is towards the rear, the car is known to be tail-happy and has a natural tendency to oversteer. It does have quite a learning curve and especially as a beginner it’s better to stick with front-engine to learn the basics first.

Driving a car like this can leave the impression of a nervous steering response. It takes great balance and delicate care of weight distribution in order not to spin-out. If you still plan on getting one the SW20 that is pictured above is the one to buy. If you're buying a midship you also might consider the MR-S, which is the SW20’s successor.

NISSAN 350Z

Nissan returns the Z-series with the 350Z, or the Fairlady Z as it is called in Japan. The sports-coupe, also available as a soft-top roadster, is a stunning looking car and has a 3.5 liter V6 under the bonnet. The 350Z serves a solid foundation for tuning and drifting and has great aftermarket supports. This car drifts like a dream.

It’s probably not as easy as they let you believe in the Fast and the Furious: Tokyo Drift, but it is known to be quite an easy drifter. Not cheap, but definitely a rock-solid car!

Toyota Soarer

One more from the selection of Toyota drift cars! The Toyota Soarer is another car from Toyota that is very good for drifting, but you don’t see this car as often as the other popular drift cars.

In the US this car is better known as Lexus’ 1st generation SC series. The SC series was Toyota's answer to Mercedes' and BMW's luxury coupe, offering both comfort and performance. They can be turned into some nice Toyota drift cars, but they are heavy and aren't cheap.

The one you want is most likely the 2.5 GT JZZ30 or 3.0 GT JZZ31, produced between 1991 and 2000. This one has the Twin Turbo 1JZ-GTE inline 6, and got later upgraded to an naturally aspired 2JZ-GE 3.0 liter I6. This one shares its chassis with the Mark IV Supra, making a lot of parts such as brakes, suspension and engine parts interchangeable.

Toyota Supra

The Toyota Supra is another very popular tuning car you see on display at car shows all around the world. When you think of Toyota drift cars the Supra is probably the first car that comes to mind. It is Toyota’s answer to Nissan’s Skyline GT-R.

Being RWD you can get the older generations, the Mark I and the Mark II that started in the late 70s, but the more popular models are the Mark III and Mark IV. Especially the latest model, the Mark IV with the 3.0 liter twin-turbo 2JZGE engine, is highly popular.

It’s not a cheap car though, but most people know that in compensation it doesn't take a lot of money to upgrade the engine. The engines internals are incredibly strong and can withstand tuning up to 500hp+ without modifications. It's a great car, a great engine and has tons of potential. It’s the best performance car Toyota has to offer.

Unfortunately there are no plans for a new model. There were rumors that a new model was being tested on the Nurburgring in Germany, but it turned out to be the new Lexus LF-A.

NISSAN Silvia S14

The replacement model for the S13, the S14, came in 1993. The car retains its drift-happy character and has improved handling. The engine featured Nissan's new variable cam timing system to make it a little stronger. The S14 was available in two versions: K’s or Q’s. K's (Kings) has the SR20DET and the Q's (Queens) version had the turbo removed. The SR20DE only makes about 140hp.
The K's has more than enough power to drift. On a car like this you don’t need a lot of modifications to start drifting. The SR engine is very tuneable; with simple breather mods you can easily make over 250hp! Bolt on modifications can get this engine block up to 400hp
Later the S14 got face-lifted and was called the S14a. You can recognize the later model by the re-modelled headlights. All of these Nissan Silvias are a little bit different from each other, but they all make great drift cars!

Mazda RX-7

The RX-7 is the best car Mazda has to offer. It has been in production since the late eighties but only the two latest models, the FC3S and FD3S, are the ones you occasionally might spot on the road. The FC model is actually already getting pretty rare these days.

Beneath the bonnet lies the famous rotary engine. It's a revvy engine with great response and gives an awesome sound. The downside is that it can be quite thirsty. The light-weight rotary engine is placed right behind the front axle resulting in great overall balance. The RX-7 is probably the best choice in Mazda drift cars.
In Japan there are plenty of parts available, but in other parts of the world it’s not always easy to find 2nd hand parts. So be sure to have a part supplier in case you need repairs. Aftermarket support is plentiful, finding a company to tune your RX-7 is probably a bigger worry.

Toyota Cressida (JZX)

The Cressida family, also called the JZX series, is ranked amongst the flagship cars of Toyota and is one of the best Toyota drift cars out there. The family consists out of basically the same cars. Sold as the Toyota Chaser, Mark II and Cresta they all share the same chassis, but have slightly different body styles. The easiest way to distinguish them is by their head –or taillights.

It can get pretty confusing sometimes but simply put, the Cresta is the base model, the Chaser is the sports model and the Mark II is the luxury model.

Because most car manufacturers were switching over to FWD, demand for a true RWD sports car increased and this allowed the Chaser, Mark II and Cresta to gain so much popularity. Since it has a basic RWD layout and the inclusion of a high-powered reliable engine it was the obvious choice for drifters looking for 4-door sedan Toyota drift cars.

It’s another extremely popular tuning car that is often seen at the race track, for drifting as well as time attacks. Since the line-up of the JZX series is so versatile it is also popular to turn them into luxury cars. There are a lot of accessory-loaded Cressidas around in Japan, mostly the Mark IIs. In Japan these pimped out luxury cars, filled with options, usually black or white and with super low bodykits and suspension, are called VIP cars.

Due to its popularity on the race track the Cressida family has grown to be the best of both worlds, for racing as well as luxury. It all depends on the trim and how it’s tuned.
The most popular Cressida generations are the latest models, the JZX90 and the JZX100. The JZX series started as sedans with the coming of the JZX81 in the late eighties.

Considering the popularity it’s no surprise that there is an overwhelming amount of aftermarket support for these cars. So which one should you go for? Basically all the rear-wheel-drive models are good enough for drifting, but because of the aftermarket support the best would definitely be the JZX90 or JZX100, and in particular the Tourer-V model.

The Tourer-V model features updated suspension and a more rigid body with a 2.5 liter twin turbo 1JZGTE engine, delivering 280 hp and very easy to upgrade for little money.

The model line-up can get quite confusing for the Cressida cars, but it’s not that hard to get familiar with them if you do some research. There are however many, many versions of this car. To sum it up: Cresta, Chaser and Mark II, as an Avante, Tourer-S or Tourer-V, with the different generations JZX81, JZX90, JZX100 and JZX-110.

To make things even a little harder there were also sub versions of these cars with minor modifications and different options (JZX91, 93, 101, etc). Besides the JZX version there was also a LX version, sporting a 2.0 liter 4 cylinder engine.

The JZX90 Mark II and JZX100 Chaser are probably the best looking cars from the JZX series, but of course taste is a personal matter. As long as you get the 2.5 liter 1JZGE or 1JZGTE engine. Manual transmission models are hard to find but they can be easily swapped from an other Cressida, a Supra or Soarer.

Toyota Altezza

The Toyota Altezza is a luxury sedan that is designed to take on the Mercedes C-class or the BMW 3-series. Unfortunately it never made it that far in terms of sales.
Famous for its distinctive taillights, the Toyota Altezza sort of followed in the footsteps of the AE86 as the successor of a cheap starter car to learn drifting in. Not that the Altezza has made as big of a name as the AE86 in the motorsports world, but it did become very popular amongst the young "Hashirya" culture. And as the 86 started to become more expensive and harder to find, the Altezza became a great alternative.
The basic RWD layout with a 2.0 liter naturally aspirated engine is not a bad starting car for drifting. The Altezza comes in two versions: the AS200 (150hp) and the RS200 (210hp).
The export version was released under the Lexus brand as the "IS" model offering a choice of a 2.0 or 3.0 liter engine. In Europe the 3.0 liter is only available in automatic transmission so the 2.0 liter is the one to look for. In the USA you can get 3.0 liter with manual transmission. Of course there is more than plenty of aftermarket support and you can soup up the horsepower to personal liking, or you can even swap engines with a 2JZ-GTE from the Supra

Toyota Corolla AE86

This is the legendary drift car that was once the main character in the Japanese world of hashirya (street racers): The Toyota Corolla AE86. The last ever build Corolla models that were RWD are still being raced today by enthusiasts. It is said that it offers an incredibly exciting ride, something which you would not expect.
The AE86 is also known in Japan as the Hachiroku, which is basically nothing more than a translation of 86, where "hachi" stands for eight and "roku" stands for six.
Actually all of the Corollas that came out before the E80 series are RWD and so, perhaps with some drift modifications they are all good enough for drifting.
The AE86 had, and still has a massive cult status in Japan and was once even the main star in the popular anime series Initial D. This made it more famous and today it has actually become a pretty rare and expensive car. Expect high prices for a plus 20-years old model. And your chances of finding a stock AE86? Small!
The Corolla comes with pop-up lights (Trueno) or regular headlights (Levin) and is available in many styles & trims. It handles very well and doesn’t flatter the driver at all. It shows all your mistakes and doesn’t allow much room for error. Therefore it is a very hard car to really become good in. Generally speaking it usually seems only to be appreciated by enthusiasts that know of the car’s capabilities.
The power output is more than enough, as this 940 kilo Toyota features a twin-cam 1.6 liter 4 cylinder and 16 valves 4AGEU engine. It’s known to be rev-happy and it delivers about 130hp. Still though, most of the competition that consists out of turbo-powered cars are usually holding more than twice the amount of power.
The 86 it is not so much about power, it’s much more about balance! And because of that it’s a very good car to learn drifting in. It comes with a learning curve, but once that curve has been overcome......
And the AE86 still drifts in the D1 competition today, even winning from much faster and newer competition. The AE86 is still today most definitely one of the finest Toyota drift cars available!
There are many Toyota drift cars out there, not listed here. Only the important ones are shown on this page, you know that the only requirement for a drift car is of course it to be RWD, so with a little research and creative work there are many variations of Toyota drift cars available.

NISSAN Sileighty

The Silvia S13 and 180SX were popular drifting cars and a lot of them crashed in drifting accidents. Since the S13 fronts were cheaper than the 180SX front with pop-up lights a lot of drivers often favored the S13 front over the original one. These front and rear-ends were combined and the result of this was called the Sileighty.
Of course the conversion was also done the other way around, thus with a S13 rear and a 180SX front. These are called Onevia's and are even harder to find.
Eventually the Sileighty became so popular that Nissan caught on, and even surprised the press when for a short period of time they started to produce their own set of (official) Sileighties. Only about 400 Sileighties have officially been build by Nissan.

NISSAN Silvia PS13

This car is the predecessor of the RPS13 and never saw the light outside of Japan. It’s basically the same car as Silvia RPS13 apart from the bodywork, and most obvious; its headlights.
Since the Nissan Silvia has such a drifting cult status, just as with the RPS13, you won’t run into problems finding parts to modify it. However finding a clean PS13 that is still unmodified will become hard!
The PS13 is, just as the RPS13, a great car to start with.

NISSAN Silvia RPS13

When you think of drifting this car definitely comes to mind. This is probably best choice of Nissan drift cars to learn drifting. The Silvia RPS13 is called the 180SX in Japan, the 200SX in Europe and the 240SX in the USA.

Lots of drift modifications available and a lot of drift potential. Although this model is getting a little older, these days they are still available everywhere. And since they are getting older, you’ll find them for a good price too!

Earlier Japanese models and all European models were fitted with a CA18DET (175hp). The Japanese 180SX received a update in ’91 when it got a 2.0 liter SR20DET engine (205hp) and some more minor modification.

In 1993 the Silvia moved forward with the release of the S14 model. But while Europe and the US were happy to replace the current S13 model by the new S14 model, in Japan the 180SX continued its life as a sports coupé.

The 180SX received the last model update in 1996 and production stopped in 1998. US models are all fitted with the KA24DE engine (150hp) and were non-turbo. They have a displacement of 2.4 liter to make up for the power difference.

The Ferrari FXX

The Ferrari FXX is a race car developed as part of an unusual development program by automobile manufacturer Ferrari in Maranello, Italy. Production of the FXX began in 2005.

The car uses some technology developed from the Enzo and combines it with some all-new developments from Ferrari and some of the suppliers. However, the car is only a part of the overall program: customers pay £1.3 million ($2.5 million USD) but are only allowed to drive the car on special track days approved by Ferrari and after they drive the car they have to brief Ferrari on the car's performance. Michael Schumacher was given the last one (number 30) when he retired from Formula One racing at the end of 2006. Ferrari's sister company, Maserati, has developed a similar car, the MC12 Corsa.

Essentially an evolution of the Enzo, the FXX shares some components with its parent car, but significant portions are exclusive to the FXX.

The FXX's engine is based on the Enzo's but has been expanded to 6.3 L (6262 cc, 382.1 cu in) from 6 L (5988 cc, 365.4 cu in), and output has been boosted from 660 PS (651 hp/485.4 kW), as seen in the Enzo, to 812 PS (800.9 hp/597.2 kW) at 8,500 rpm.

The gearbox incorporates the latest developments from Ferrari's F1 program and has a shift time under 100 ms. The brake pads are upgraded compared to those on the Enzo. It does, however, retain the Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite discs found on the Enzo.

The tyres on the FXX are 19 inch slicks custom-developed for the car, though road-legal.

As with the Enzo, the seat and pedal configuration are custom fit to the user's exact measurements.

The FXX features a comprehensive data-monitoring and telemetry that not only allows the driver to improve performance, but also provides Ferrari technicians with valuable data to improve the FXX and future road-going Ferraris.

Ferrari has built 30, originally 29 of these cars, and they have all been sold to preselected past Ferrari customers, except for one that Ferrari S.p.A. kept, including Ferrari's F1 World Champion driver, Michael Schumacher, the 30th. Schumacher's FXX differs from others in that it is the only black FXX without a stripe, it comes with red trim on the wheels, it has matte exhaust tips (regular FXX's have chrome tips), and his personal logo is stitched on the racing seats.

FXX owners also participate in Ferrari's testing and brand development programs. As the vehicle is not street-legal, owners have the option of storing the car at Ferrari's facilities. As part of the FXX program, the car is maintained by the Ferrari factory. The purpose of this particular program is to allow Ferrari's top customers exclusive access to its most up-to-date technology and to use their input to help develop future models. The FXX was reported to cost 1.5 million euro (excluding taxes), for the car and the services that Ferrari provides with it.

Specifications

Engine: Longitudinal, Mid-mounted, 75, naturally-aspirated aluminum V12
Valvetrain: DOHC, 4 valves per cylinder with continuously variable timing
Fuel system: Bosch Motronic ME7 Sequential Electronic Injection
Horsepower Max: 800 hp (597 kW) at 8500 RPM
Specific Output: 127.75 PS (126 hp/94 kW) per litre
Drive system: RWD w/TCS
Construction: Carbon fiber body over carbon fiber tub with rear alloy subframe
Front brakes: Brembo CCM (carbon-ceramic) discs w/6-piston calipers, power assist ABS
Rear brakes: Brembo CCM (carbon-ceramic) discs w/4-piston calipers, power assist ABS
Front wheels: 483 mm (19 in) x 229 mm (9 in)
Rear wheels: 483 mm (19 in) x 330 mm (13 in)
Steering: Rack and pinion with power assist
Suspension: Double wishbones with push-rod actuated coil-shock units, adaptive dampers, electronic shock absorbers, anti-roll bar
Wheelbase: 2650 mm (104.3 in)
Front track: 1660 mm (65.4 in)
Rear track: 1650 mm (65 in)
Rear view is provided by a roof mounted video camera displayed on a small inboard screen.
Top Speed: 217 mph (349 km/h)

FXX Evoluzione

The Ferrari FXX program will continue until 2008/2009. The car will continue to be improved under the Evolution kit, which will continually adjust specifics to create more power, change gearing, and remove drag. The V12 engine will be pushing out 860 PS (848 hp/633 kW) at 9500 rpm. There will be gearbox changes so that shift time will be reduced to 60 milliseconds per shift, a reduction of 20 milliseconds. The car will also undergo aerodynamic changes and improvements to the traction control system.

Maintain Your Vehicle's Tires

One element of driving defensively is driving to save money. Taking good care of your vehicle can pay cash dividends, and you'll be much less likely to get stranded out on the road where you'd be vulnerable to a variety of calamities. "The devil is in the details"—ever heard that phrase? Most often, what stops you cold is a simple thing. Before a road trip or once a week (or whatever interval you choose), spend some time maintaining your vehicle—like your TIRES, for example.

Your tires should have plenty of tread. If they don't, replace them. Use the "Lincoln Test." Insert the head of a penny into the tread of your tire—the top of Mr. Lincoln's head, first. (He won't mind, he's been dead for awhile.) At least part of the top of Honest Abe's head should disappear into the tread—if it doesn't, your tires likely need to be replaced. Not only does worn tread affect your vehicle's handling and increase your risk of hydroplaning, but worn tires pick up road hazard damage much easier than good tread. Worn tires equal more flats—that's the rule. Many newer tires have "wear bars" that show up when tread is worn, so watch for those as well.

Correct inflation is extremely important for a couple of reasons. Your automaker designed the suspension and handling of your vehicle for a particular size tire, inflated to a specific pressure. Unless you are an engineer who's adept at understanding the physics of whatever changes you make, don't do it. Tire pressures should be set to the pressure specified by the manufacturer, NOT the maximum pressure embossed on the side of the tire. A tire is made for any number of vehicles and different pressures (up to the maximum) are required for different applications. Set them to what the maker says is correct. They've designed your vehicle for that pressure, and that's where it will handle best.

Want to save a load of change? You can waste one third of the tread life of your tires by running with them 10% low on air. Take four tires at $130 each. If the correct pressure is 36 lbs., but you consistently run them 3.6 lbs. less than that, you stand to lose $43 worth of tire to excessive wear, each tire. That's $172 of your hard-earned cash you threw away for want of an air gauge and some initiative on a Saturday morning. Folks who know say most of us are running with lower pressure than we should be, often more than 10% low, because we don't check them often enough.

How does low tire pressure affect vehicle handling? It's not a pretty picture! Low pressures adversely affect braking performance. Low pressures also can affect your ability to steer and corner. You can do yourself a huge favor by simply spending five or ten minutes each week with your tires. Remember that all tires lose air over time, and temperature affects the pressure. The colder the weather, the lower the pressure in your tires. Be sure to check them once every week or two. Use a good air gauge, and check them when they are cold—first thing in the morning when you haven't driven more than a mile or two.

Smart Driving Tips for New Drivers:

You're biggest risk of having a bad accident is within the first two years of you passing your driving test. Follow these hints and you can reduce this risk.

1. After passing your test it will be strange to find an empty front passenger seat. The first time you drive take someone with you for support. Think seriously about displaying a `P' plate. 

2. When you do have to drive completely alone, begin on roads that you know but remember to keep a road atlas in the car in case you get lost. 

3. When you get your confidence, drive like you own the car, not the road! 

4. You've learnt to drive and passed your test by sticking to the rules. Stay this way and you'll stay alive ! So will your passengers and others on the road.

5. Your quick reactions won't always stop you having an accident. Spotting and responding to problems ahead in plenty of time will. 

6. Drive in a way that suits your ability and the traffic conditions. It doesn't impress anybody if you drive fast in the wrong places and you could end up in a lot of trouble. 

7. Have plenty of sleep, especially before making a big journey and take plenty of rest breaks to restore your alertness. Listen to the radio for traffic reports and make sure you've enough fuel. 

8. Fiddling with the radio or a cassette when your driving can be distracting, so can playing your sound system so loud that you can't hear the sirens of an emergency vehicle.

9. Give your mates a lift, but remember you're the driver so you're in control. Don't succumb to peer pressure. If they give you hassle, drop them off at a bus stop! 

10. Keep your eyes moving but don't scare your passengers by turning your head away from the road ahead when talking to any of them! 

11. Take motorway tuition and seriously think about advanced driver training. Research shows that it makes better drivers.

12. Driving a four wheel drive motor doesn't suspend the laws of physics. You can still lose control if you ask too much of it.

13. Don't leave valuables in your car where they can be seen because this invites a break in.

14. Keep space from aggressive drivers. Don't get involved in trouble.

15. Be seen. Whenever you need to turn your windscreen wipers on switch your lights as well.

16. If you're driving on a slippery or loose surface use the foot controls very gently.

17. Taking drugs and driving, like drinking alcohol before driving is a definite `No'..

18. Before driving abroad you need professional advice.

19. Keep some tools in your car !

20. If you're driving alone, particularly if you're a woman you should:

a. Plan your journey properly and let somebody know your route.

b. Carry a pen, paper, maps, first aid kit, torch, small change, warm clothing/blanket and a fire extinguisher.

c. Carry a mobile phone (only for emergencies).

d. Carry a personal attack alarm.

e. Be sure that your car is in good order and join a recovery organization

21. If your vehicle breaks down, don't panic. There are far more friendly people on the roads than those who would wish to harm you.
• If you can, pull up where there are houses, street lighting and a telephone.
• If you are somewhere remote you are at less risk if you stay inside your car. Use your mobile phone. If you have to walk take your personal attack alarm with you.
If a stranger does offers assistance, note their car number, keep your doors locked, speak to them through a closed window and send them to get help.

TATA Sumo Victa CX in Handsaw

Select a Model. Yet new. As always. Reliable. Timeless. As always. 
Yet luxurious . Rugged. What you drive is who you are. The Sumo Victa. 
Reliable.

Tata Sumo Victa CX 10 SEATER (Diesel)

The Tata Sumo is now renamed as Tata Sumo Victa with vastly improved 
features and design. Available in diesel version, it has an extremely 
power engine for an MUV of its type, that delivers a maximum power of 
90 PS at 4300 rpm. With extensive exterior as well as interior features,
 which are capable of withstanding the roughness and bumpiness of the 
typical Indian roads. 

Alongside its beautiful exterior looks, it has a spacious cabin that
 offers more roominess, with comfort and convenience. Although it 
faces stiff competition, it is by far the most popular MUV on the 
Indian scene. 

Alongside the spaciousness, it is very flexible to handle as it has a 
turning radius of just 4.9 meters. The Tata Sumo is available in a range
 of models - Victa, SE+, SE 4 x 4, 4 x 4, Spacio ST, and Spacio Gold. 
The Victa is available in three variants namely the Victa GX 7 Seater, 
Victa GX 8 Seater, Victa EX, and the Victa LX. 

The 5-speed MUV from Tata Sumo is a 10 seater with basic features 
matched with optimized price. Standard features include electronic 
multi-tripmeter, fabric upholstery, side impact beams, front impact 
beams, adjustable headlights, front and rear fog lights. Additional 
features like low fuel warning light, and engine immobilizer helps 
rider control. 

The suspension is almost the same as the Spacio, but the rear brakes 
are ventilated disc type and not drum type. Steering has a collapsible 
column. The Victa CX can reach a speed of 240 kmph easily on highways. 
Tyres are radial and emission compliance meets with the requirements of
 Bharat Stage II. 

The Specifications tab above provides specific data on Sumo CX-10 Seater
 categorized under the heads - fuel efficiency, engine, steering and 
suspension, body dimensions, and drive train. The Features tab provides
specific data on Sumo CX-10 Seater categorized under the heads - comfort
,and safety features.

Although it is finely described above about the car but i have also my 
personel experience of the car, when i take a ride in it from Kashmir 
to Jammu city it is the best MUV car or we can say the best travel car 
for indian roads like the hilly highway of NH-1A where it just blowed 
the track with its great performance,good traction,better handling and 
nice pick up which don't let me thing when i reached my home .The comfort 
is also a good factor in this car which keeps you on your seat till you 
want.If you want to be a tourist traveller in today's date this car will 
surely make your aim fulfilled.

So,drive safely and always wear your seat belts gggggggggggg... 

Features and Specifications:-

Overview:

Make                        Tata 
Model Sumo            Victa 
Variant                     CX 10 SEATER 
Body Type               SUV 
Number of doors     5 

Fuel Efficiency:

City Mileage            9.7 kmpl
Highway Mileage    14.1 kmpl
Fuel Capacity           65 litre
Fuel Type                 Diesel 

Engine Parameters:

Displacement           1948 cc
Bore                           83 mm
Stroke                       90 mm
Cylinder                    4-inline 
No. Of Valves           8 
Fuel System             DI 
Horse Power            67@4500 ps@rpm


Steering and Suspension:

Power Steering        Yes 
Front Suspension     Independent, coil springs with anti-roll bar 
Rear Suspension       Parabolic leaf springs with anti-roll bar 

Dimensions:

Length                      4505 mm
Height                       1976 mm
Width                        1726 mm
Wheelbase                2400 mm
Clearance                  160 mm


Drive Train:

Type                         Manual 
Gears                        5 


Comfort Features:

Air-Conditioning     Yes 
Power Door Locks  Yes 
Power Windows      Yes 


Estimated On Road Price: Rs5,55,296/-

The New Honda CBR600RR

Introduction
Completely new from stem to stern, Honda's astounding new CBR600RR launches a blistering assault on the roads and tracks of Europe with a sleek and slippery new, aerodynamically designed race-ready form; a lighter and more powerful new 600cc Dual Sequential Fuel Injected inline-4 engine with the smallest dimensions in its class; a slimmer and lighter weight new Fine Die-Cast aluminium frame that realises both a shorter wheelbase and a longer swingarm; and an impressive list of high-performance features which all come together to herald the arrival of the electrifying new champion of the mid-displacement Super Sports class. 

Packed with racing technologies handed directly down from Honda's mighty MotoGP champion, the RC211V, the astounding CBR600RR debuted in 2003 as a mid-sized sports bike designed primarily to reassert Honda's leadership in the highly competitive environment of World Supersport racing. Subsequently, its class-leading combination of top performance characteristics carried the CBR600RR to three consecutive World Supersport championships following the 2002 title held by the CBR600F-Sport, and total domination of its class in every year since its auspicious debut. It also excelled at providing one of the most exciting blends of top performance and remarkable riding ease to ever make a rider with a need for speed feel like a champion. Its incredible race-winning capability and far-reaching performance potential also made the CBR a thrilling and confidence-inspiring mount for those who simply love to ride... fast. 

Time, however, gradually caught up with the CBR600RR, and the competition has grown to become especially intense in the hottest-selling category in the world of street bikes. In order to reassert its domination of the class, the CBR required more than just another makeover and the addition of a few new performance features to a well-proven design. Instead, the time had come to start again on a clean page to incorporate all the design, manufacturing and racing innovations gleaned over the years since the CBR saw the first light of day. The time had come to lay a king to rest and prepare the stage for the coming of a new champion. 

Development Concept
A New Dimension in 600cc Super Sports Design
Setting out to create a more intensely competitive yet more widely enjoyable next-generation successor to the brilliant CBR600RR would be no mean feat. However, unhindered by the limitations of trying to improve on an existing machine, the CBR600RR's development team were given the freedom to explore the vast possibilities and hidden potential of drastically new design innovations in the quest for even greater advances in performance and handling. 

Thus, formulating their ideas for an all-new middleweight Super Sports leader around the main design concepts of 'Lighter Weight for Ultimate Control' and 'New Dimensions in 600cc Super Sports Design,' the team focused on achieving an even stronger power-to-weight ratio - with all its inherent benefits - through lighter weight and reduced drag everywhere. Engine, frame, bodywork, even the instrument panel; nothing was overlooked in quest for a lighter and faster CBR. 

True to Function
As development progressed and initial drawings graduated to prototype production, other concepts came into play. The idea of achieving 'Ultimate Fun on Winding Roads' played a big part in guiding the team's efforts in minimising extraneous weight and more effectively centralising the new Super Sports machine's overall mass. The concept of 'True to Function' also played an decisive role in the complete redesign of the new CBR's chassis extremities and bodywork to achieve not only a visible sense of lightness and speed, but also the most focused and competitive performance ever, leading to the concept and goal of creating a CBR600RR that is 'Fastest on the Track; Fastest Everywhere.' 

 The pursuit of lighter weight everywhere was certainly the fundamental key to the new CBR600RR's design, and the results reveal themselves in the most compact inline-4 engine to ever power a middleweight Super Sports riding machine. With a targeted 8 kilogramme reduction in overall weight, engine components were lightened by a combined total of over 2kg, the frame was trimmed by a remarkable 4.5kg, other chassis components took away a further 1.2kg, and even the CBR's electronics were lightened by a small but significant 400g. No part, however small, was overlooked in the process of trimming weight for the desired advances in performance. The end result is lighter weight that translates to sharper acceleration and swifter, smoother handling. 

Although the current CBR600RR is aggressively oriented toward high-rpm racetrack performance, the new model was designed to improve on these features while also making the machine's full performance potential more easily accessible to a wider range of riders. While the team certainly sought to improve on-track performance and handling for experienced riders on familiar roads, one of their main goals was to also improve the ability of less expert riders to fully enjoy the thrill of the curves, especially on unfamiliar winding roads being travelled for the first time, thereby expanding the CBR's range of riding enjoyment while dramatically increasing its full performance potential. 

Factors considered in the determination of the best way to achieve this enhanced winding road riding enjoyment were of course the engine's feel of power and acceleration, particularly through a wide midrange, and quick, linear response to every input. Also, handling that provides an almost fluid response that reacts smoothly and instantly to rider inputs, which has been achieved through a 22mm shorter wheelbase, enhanced mass centralisation and the addition of a new HESD (Honda Electronic Steering Damper) system. Overall fit and finish also play a big part in the CBR's enjoyment factor, as does the exterior design's sense of aggressive style and overall attractiveness, which sets a new standard for audaciousness in the middleweight Super Sports class. 

With its impressively designed new compact form, new smaller and more powerful engine, new lighter weight Fine Die-Cast aluminium frame and a host of other dynamic features like its new HESD, the  CBR600RR sets the stage for another generation of world domination on the road and on the track, and everywhere the electrifying thrill of riding makes the pulse quicken. Stamped with the genetic imprint of its RC211V racing lineage, the new CBR600RR is positioned to let every rider feel in no uncertain terms that they too can be The Fastest on the Track - and the Fastest Everywhere. 

Styling
From its compact, sharply angular nose to its sleekly curved tail, the new CBR600RR exudes the look of a future champion in the making. Every curve in its startling new form is the direct result of a new 'True to Function' design theme that guided its development team in stripping away everything not directly applicable to pure function and measurable improvements in performance. From nose to tail cowl, every piece of bodywork and related hardware was refined and redesigned with the goal of achieving unprecedented advances in mass centralisation and air management, not to mention improvements in the CBR's power-to-weight ratio, for maximised overall performance on the street and on the track. The result is a total combination of chassis and bodywork design that has been dramatically lightened in look, positioning of mass and actual weight in the creation of an incredibly lightweight and compact new Super Sports leader. 

Dramatic New Airfoil Styling
The new CBR600RR's stunning bodywork sets a new precedent in Super Sports design with a large gap of separation visible between the front upper cowl and the fairing's side cowls. This design innovation is based on air management design borrowed from the wings and fins used on both fighter planes and Formula One racers to more efficiently direct air around and through its more compact form while giving visual expression to the aerodynamic functionality of its wind tunnel-tested fins. 

Improved Mass Centralisation
Exceptional efforts made in the quest for improved mass centralisation and lighter weight at the CBR's extremities led to significant reductions in size and weight of nearly all the motorcycle's main components, from its new front cowl to its lighter and more compact centre-up exhaust silencer and surrounding seat cowl. 

For a start, the shape of the front upper cowl is now more compact, with its nose and surrounding form repositioned 30mm rearward and closer to the steering head for reduced inertial influence on turning and cornering response. The new lower cowl has also been made more compact, and now more closely surrounds the exhaust headers reaching down under the engine to direct airflow for more effective cooling while visually emphasising the CBR's improved aerodynamics. This slimmer form also extends to the radiator, which is now 40mm narrower in width and 33mm longer in height for more compact proportions while maintaining its excellent cooling capacity. 

The rear seat cowl was also significantly reduced in size and slimmed in shape for a more compact form and reduced mass at the bike's extremities, which combines with the shorter, more compact exhaust silencer to make a major contribution to swifter, more responsive handling. In fact, the seat cowl is now so small in size that it seems to be merely resting atop the silencer for a lighter and more compact integrated look. 

New Ram Air Induction System
 Another important part of the new CBR600RR's aerodynamic design is its effect on the engine's power production, as can be seen in the middle of the front cowl, which is now highlighted by an impressively large air intake port built right into its nose, precisely where the pressure of air hitting the front cowl's nose at speed is at its strongest. Modelled on the system developed for the World Superbike-winning VTR1000 SP-2, this new port feeds directly through the new frame's open steering head casting to the CBR's larger-volume airbox. This new ram air system provides a direct, unimpeded flow of high volumes of cool, dense air to the intake tracts at high speeds, for a strong surge of torque-filled performance that tears up the twisties and dominates the track. 

Positioned between this prominent port and the steering head is a large and very strong FRP intake port extension that has been made structurally strong enough to support the entire front cowl and its associated components, including its lightweight Line Beam headlights. 

Improved Riding Ease and Manoeuvrability
Although the new CBR600RR's riding position remains essentially unchanged, the rider's hip position on the seat was moved rearward approximately 15mm for enhanced mass centralisation to match the positioning of the new engine, and the area where the seat joins the rear of tank has been made significantly narrower and smoother, with less protruding edges in the legs' contact area for easier manoeuvrability, especially in competitive racing conditions. The handlebars have also been raised 10mm compared to the previous model, enhancing riding ease for a wider range of handling capability and long-term comfort. The handlebar-to-seat distance remains essentially the same as before. 

Lighting The Road
Further highlighting the CBR600RR's aggressive new form are the same distinctive pair of low-profile Line Beam headlights, which project a modern image in keeping with its racing roots. Less than half the height of the headlights seen on most road bikes, these lightweight, ultra-sleek units feature compact, high-illumination multi-reflector designs projecting through clear lenses to provide a brilliant night-time view of the road ahead. 

Compact, grey-tinted indicator lenses cover amber bulbs for a sharper, more modern look, while the CBR's LED taillight, which was integrated into the underside of the tail on its earlier versions, now protrudes out from under the exhaust's upward slanting tail pipe for a cleaner and more functionally integrated image. 

Colouring Concept
The new CBR600RR's livery is now closely modelled on its bigger brother, the CBR1000RR Fireblade, with four dramatic new colour variations to choose from. Leading with a dramatic red and black combination that accentuates the lines of its new Honda Wing mark graphics, the new RR makes a bold statement of the Honda Racing DNA coursing through its veins. In contrasting metallic grey on black, the CBR exudes a powerful image of total control, while an attractive two-tone blue and white variation grabs attention with its refreshingly modern style. Finally, a bold black and grey on white colour variation stamps the new CBR600RR as a fast-paced leader of road and track for now and the future. 

Colours: 

Italian Red (with Graphite Black & Matte Ray Silver middle cowl) 
Graphite Black (with Matte Ray Silver Metallic middle cowl) 
Candy Tahitian Blue (with Pearl Sunbeam White & Matte Caledonite Blue Metallic) 
Pearl Sunbeam White (with Achilles Black & Axis Grey Metallic middle cowl) 

Engine
In the four years since its introduction, the CBR600RR's high-powered 600cc inline-4 engine has proven itself to be a force to be reckoned with both on the street and on the circuit. Delivering a broadly responsive range of power and acceleration, its compact configuration also helps realise optimal mass centralisation for a significant contribution to the RR's quick handling. 

However, for the CBR600RR's next generation, even greater efforts to reduce size and weight were needed to achieve its new development goals of even sharper and more responsive handling, as well as significant increases in its power-to-weight ratio. So, an entirely new engine was designed and developed, incorporating much of Honda's most advanced race-bred high-performance engine technology to create a more efficient and powerful mill featuring the smallest size and lightest weight in its class. 

The Smallest and Lightest Engine in the 600cc Class
Achieving the new RR's stated goals of sharper and faster performance necessitated not merely a reworking or redesign of an established engine configuration, but an entirely new rethink from first drawings to final assembly. The end result is, in a word, remarkable. Not only are the new engine's front-to-rear and top-to-bottom dimensions by far the smallest in its own 600cc class, its front-to-rear length is also smaller and more compact than any inline-4 engine in the 250cc class as well. 

This new engine's smaller dimensions were achieved through a total rethinking and, among other changes, repositioning of the engine's main shafts within the crankcase in a tight triangulated configuration that narrows the crankshaft-to-countershaft distance by over 30mm. Combined with detailed changes elsewhere in its design, these closer dimensions make possible a drastic reduction in crankcase size and, by extension, weight. The crankcase castings alone weigh over 900g less than its predecessor, representing the largest part of the engine's exceptional 2kg reduction in weight compared to the current model. 

Other modifications to reduce engine weight include a new magnesium head cover (330g lighter), new nutless connecting rods, new single exhaust valve springs matched to smaller and lighter lifters, a smaller new neodium ACG magnet and many more detailed changes that all add up to the realisation of the new engine's astoundingly smaller configuration and lighter weight. 

Stronger Performance
 Of course, for an engine designed to be competitive on the race circuit as well as on the street, the other primary goal in the development of the CBR600RR's new engine was gaining a stronger, more widely useable range of power and performance. Many of the new technologies and improvements made were developed and tested on the CBR1000RR Fireblade and adapted to the new engine, including modified intake and exhaust ports and changes to the intakes velocity stack lengths and taper, and to the ECU programming governing the control of its two-stage PGM-DSFI fuel injection system. The CBR's lighter weight new stainless steel exhaust system also features new in-line exhaust valve to control exhaust pressure for maximised performance. 

Resulting performance is not only stronger throughout the engine's wide powerband, but also smoother and more linear for more easily accessible and widely enjoyable top performance. The new engine also features a noticeably stronger pull of torque between 7,000 and 10,000 that not only experts, but all riders can better take advantage of for more exciting winding road riding. Likewise, for those times when a greater range of acceleration is needed, such as on the racetrack, the engine's power peak has also been extended 500rpm compared to the current model. 

Improved PGM-DSFI Dual Sequential Fuel Injection System
Amply supplied with large volumes of cool, dense air by its new nose-mounted ram air intake duct, the new CBR600RR uses essentially the same two-stage PGM-DSFI fuel injection system as before to ensure optimal fuel atomisation and cylinder charging at all engine speeds. One set of injectors installed at the entrance to the intake ports provides an ideal air/fuel mixture for quick starts and strong, smooth low-to-midrange acceleration. At higher engine speeds, when both the throttle and ram air intake are opened wide, the system's second set of injectors installed in the roof of the aircleaner kick in to deliver a minutely timed jet of fuel that cools the high-volume air intake to create a denser mixture that improves volumetric cylinder filling efficiency for stronger acceleration. 

For 2008, the system's aircleaner has been increased in volume by 0.7 litres and its fuel feed lines have been simplified with new lighter moulded plastic tubing and connectors replacing the current model's brazed metal fuel lines. Also, a new IACV (intake air control valve) minimises excessive torque reaction and smoothes response to smaller changes in throttle input by realising more gradual reductions of air and fuel intake when the throttle is closed and then opened. 

New Pistons and Connecting Rods
The CBR's lightweight forged aluminium pistons are treated with a molybdenum shot process that impregnates the surfaces of the piston skirts with durable, low-friction molybdenum such as used on the pistons installed in the CBR1000RR Fireblade. Featuring a thinner lower oil ring for further reduced friction, the pistons are also cooled from underneath by new high-pressure oil jets built into the crankcase, which provide a stream of oil to the undersides of the pistons that effectively wicks away heat build-up. 

Also featured on the Fireblade, lighter new nutless connecting rods use standard threaded bolts screwed directly into tapped holes in the rods to hold their endcaps in place. This makes an important contribution to the engine's greatly reduced reciprocating weight, and combines with the pistons' minimised friction to realise more instantly responsive power and quicker acceleration. 

New Knock Sensor
The new CBR600RR's engine has also been equipped with a knock sensor that maintains optimum spark advance during mid-to-high speed operation while constantly monitoring combustion performance for any signs of detonation. Should the knocking of detonation be detected, the system automatically retards the spark advance just enough to eliminate the problem. Specially programmed to distinguish the sound of detonation from other engine noises, this system can even correct for the use of low-octane fuel, instantly retarding timing until any signs of detonation or knock disappear, and then gradually advancing the timing again to a point just short of the knock zone to maintain optimal combustion characteristics at all engine speeds. 

New Low-Lash Transmission
 The CBR's new transmission also takes full advantage of the engine's performance characteristics for stronger acceleration while complementing the engine's reduced torque reaction to greatly reduces the amount of gear lash felt during transitions between acceleration and deceleration. This new transmission also features new reverse-taper shift dogs that contribute more positive gear shifts in racing applications and help realise much smoother and more instantly responsive riding experience than that found on virtually any other machine in the new CBR's class. 

Chassis
Infused with race-bred technology, the CBR600RR's innovative Fine Die-Cast aluminium frame represents a major advance in chassis design by making possible the most effective centralisation of the motorcycle's main components for light handling and quick response to every rider input. Its advanced manufacturing technique helps realise an organically formed structure that offers an optimal balance of light weight and rigidity, which allows the machine to settle more securely into turns and change lines with assured ease, whatever the riding conditions or its rider's level of expertise. 

In order to further advance the new CBR's development concept of achieving more easily enjoyable winding road and circuit riding performance, its frame was entirely redesigned around its remarkably compact new engine. Also, the CBR's extraordinary reductions in front and rear mass play a major role in its improved mass centralisation, resulting in a significant improvement in the machine's yaw moment and cornering response. 

Newly Designed FDC (Fine Die-Cast) Frame
With the goal of reducing weight and centralising mass, the number of component parts and welds used to make the frame was significantly reduced. From the eleven sections used in the construction of the current RR's frame, now only four larger castings are used to make the new CBR600RR's frame. These are its large new steering head casting with its new apex-located ram air port, the two intermediate side engine hanger rails, and a single large U-shaped rear pivot mount section that wraps under the rear of the engine to surround the swingarm pivot and create an exceptionally rigid form. While all sections were hollow-formed with approximately the same 2.5mm wall thicknesses as the sections used in the construction of the current model, the new frame is fully 700g lighter than the unit it replaces, as well as being stronger, slimmer and more compact. 

The Heart of the Matter - Reduced Engine Size
As noted above, the new CBR600RR's engine features exceptionally compact dimensions which permit more effective positioning within the frame for optimised mass centralisation and improved handling. Its smaller fore-to-aft length also made it possible to shorten the CBR's wheelbase by a remarkable 22mm (from 1,395 to 1,373mm) while simultaneously gaining an extra 5mm in swingarm length (to 573mm) and extending the steering head by 13mm, as measured from the crankshaft. The chassis' shorter wheelbase combines with the extended steering head, which increases leverage on the vehicle's rotating axes, to realise sharper, more responsive handling for more aggressive control on winding roads and circuit corners, yet still remain confidently reassuring for riders of not fully expert skill levels. 

To complement the effective 15mm rearward repositioning of the engine's centre of gravity, the rider's seating position was also shifted back 15mm to achieve even lighter, more responsive manoeuvrability and handling control. The machine's overall centre of gravity was also raised by 3mm over the current model to achieve more neutral response to rider inputs, easier side-to-side flickability and smoother handling. 

Race-Ready Suspension Components
With such extraordinary efforts made in the total redesign of the CBR600RR's engine, frame and geometry, its suspension systems are better able to do their jobs more effectively, so it was felt that no changes were needed in their configurations. Handling is overseen by the same impressive 41mm inverted HMAS cartridge-type front fork, which provides smoothly responsive performance coupled with excellent rigidity and low unsprung weight for the precise and confident control that world-class racing demands. 

Integrated into the CBR's rigid but lightweight swingarm is essentially the same Unit Pro-Link rear suspension system pioneered on the race-winning RC211V MotoGP racer. Its highly advanced design completely isolates the frame from the shocks and stresses generated by conventional rear suspension systems, especially under aggressive riding and racing conditions. This system also eliminates the need for extra frame reinforcement to counter those stresses, thus allowing the frame to be designed lighter than other more conventional designs, while freeing up space to permit the lower, mid-chassis positioning of the fuel tank, thus making another large contribution to mass centralisation and superior riding control. Its integrated HMAS rear damper features a built-in remote gas reservoir and full preload and damping adjustment, providing smoothly progressive control and assured handling for top performance on both road and track. 

Wheels and Brakes
Another factor that plays an important role in achieving the lighter weight and more centralised mass required of such a high-performance road and track machine are the CBR's triple-spoke cast aluminium wheels, which feature compact hubs for an ultra-lightweight design that also minimises unsprung weight. Like its predecessor, the front wheel is stopped by a high-performance pair of radial-mount brake callipers like those featured on both the CBR1000RR and the RC211V MotoGP racer. Held together by three horizontal bolts for both stronger grip and more even distribution of brake pressure across the entire surface area of the pads, and gripping large-diameter floating rotors, these brakes provide highly efficient braking control with excellent feel at the lever. At the rear, a compact and highly responsive single-piston calliper stops a 220mm disc between sintered metal pads for a supremely confident balance of braking performance on par with the world's most narrowly focused and highly competitive racers. 

Equipment
New Generation Honda Electronic Steering Damper (HESD)
The new CBR600RR receives another significant innovation from the CBR1000RR Fireblade in the form of its new Honda Electronic Steering Damper (HESD), which helps maintain smoothly predictable high-speed handling while having remarkably little effect on control at slower speeds. In a further innovation from the CBR1000RR Fireblade's system, the CBR600RR's new, more compact HESD unit is secreted away underneath the steering head, where it is mounted to the frame and connected to the lower triple-clamp by an articulating arm that moves the unit's damping vane within its oil chamber. 

As before, handlebar movement directly actuates the vane built inside the unit's oil chamber to move oil from one side of the chamber to other through a tight circuit of oil lines regulated by an electronic solenoid. As vehicle speed and acceleration increase, these oil lines are gradually constricted by the solenoid to provide an effective damper against sudden movement of the front fork and handlebars, such as might occur when encountering a large bump in a high-speed corner. As vehicle speed slows, the lines gradually open, reducing the damping effect to virtually undetectable levels. 

This new generation of the Honda Electronic Steering Damper offers an exceptional level of technological sophistication and seamless operation that effectively demonstrates Honda's commitment to pursuing advancements in riding ease and comfort in highly competitive Super Sports machines like the new CBR600RR. 

New, More Compact Instrument Panel
 The new CBR600RR also sports a totally new and more compact instrument panel design, with its tachometer featuring larger, more easily distinguished odd numbers and smaller even numbers for easier recognition and differentiation. As before, a large LCD panel provides a high-visibility readout of vehicle speed, odometer, trip meter fuel gauge and clock. Brilliant ISO-marked LED indicator lights are positioned around the perimeter of the panel. The instrument panel also comes alive when the ignition key is switched on with an eye-catching startup routine that flashes the indicators and sweeps the tachometer needle. 

Honda Ignition Security System (HISS)
To help keep the new CBR600RR out of the hands of thieves and joyriders, Honda's effective HISS anti-theft system features a fail-safe electronic interlock that prevents the engine from being started with anything other than the motorcycle's two original keys. Totally disabling the engine at the very heart of its ignition system, the system cannot be bypassed by either hot-wiring the ignition or exchanging the ignition switch module, thus effectively deterring joyriders and greatly reducing the chance of ride-away theft. 

Optional Equipment
The new CBR600RR also features an extensive assortment of optional parts and equipment which has been specially designed by Honda Access Corporation to enhance all aspects of its road and track performance. These include: 
A 70% black-tinted windscreen which impressively accentuates the CBR600RR's sharp look of aggressive race-ready performance. Height is same as factory standard model. WVTA-approved. 
A motion-and vibration-sensitive Averto alarm system that emits a piercing wail if tampering is detected. 
A colour-matched pillion seat cowl that snaps into place to accentuate the CBR600RR's purposefully competitive look. 
A specially made 3D carbon fibre print instrument panel cover, which fits over the plastic frame of the instrument panel to give the bike a more focused look of sharp, high-tech performance. 
A tailor-made 3D carbon fibre print top bridge cover, which completely covers the top surface of the upper triple-clamp to give the bike a more focused look of sharp, aggressive performance. Its carbon fibre pattern matches that featured on the optional instrument panel cover. 
A carbon fibre print tank pad and fuel lid cap cover that enhance protection. The carbon fibre pattern matches that featured on the optional instrument panel cover and top bridge cover. 
A luxurious indoor cycle cover, which features a racy silhouette of the CBR printed large in Honda Red for a strong visual impact while protecting the bike indoors. 
A U-lock designed to fit into the compact space located under the locking pillion pad. 
A tilting tubular steel rear paddock stand that lifts the motorcycle by the end of its swingarm to facilitate cleaning and all rear wheel maintenance.

Specifications CBR600RR (ED-type)

ENGINE
Type: Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement: 599cm3
Bore x Stroke: 67 x 42.5mm
Compression Ratio: 12.2 : 1
Max. Power Output: 88.1kW/13,500min-1 (95/1/EC)
Max. Torque: 66Nm/11,250min-1 (95/1/EC)
Idling Speed: 1,400min-1
Oil Capacity: 3.5 litres

FUEL SYSTEM
Carburation: PGM-DSFI electronic fuel injection
Throttle Bore: 40mm
Aircleaner: Dry, cartridge-type paper filter
Fuel Tank Capacity: 18 litres (including 3.5-litre LCD-indicator reserve)

ELECTRICAL SYSTEM
Ignition System: Computer-controlled digital transistorised with electronic advance
Ignition Timing: Independent 4-cylinder 3D-mapped computer control
Sparkplug Type: IMR9C-9H (NGK); VUH27D (ND)
Starter: Electric
Battery Capacity: 12V/8.6AH
ACG Output: 343W
Headlight: 12V 55W x 1 (low) / 55W x 1 (high)

DRIVETRAIN
Clutch: Wet, multiplate with coil springs
Clutch: Operation Mechanical; cable-actuated
Transmission Type: 6-speed
Primary Reduction: 2.111 (76/36)
Gear Ratios: 1 2.666 (32/12)
2 1.937 (31/16)
3 1.661 (29/18)
4 1.409 (31/22)
5 1.260 (29/23)
6 1.166 (28/24)
Final Reduction: 2.562 (41/16)
Final Drive: #525 O-ring sealed chain

FRAME
Type: Diamond; Fine Die-Cast aluminium

CHASSIS DIMENSIONS
Dimensions: (L x W x H) 2,010 x 685 x 1,105mm
Wheelbase: 1,375mm
Caster Angle: 23 55'
Trail: 98mm
Turning Radius: 3.2m
Seat Height: 820mm
Ground Clearance: 135mm
Dry Weight: 155kg
Kerb Weight: 184kg (F: 95kg; R: 89kg)
Max. Carrying Capacity: 180kg
Loaded Weight: 364kg (F: 130kg; R: 234kg)

SUSPENSION
Type:
Front - 41mm fully adjustable inverted HMAS cartridge-type telescopic fork, 120mm axle travel
Rear - Unit Pro-Link with gas-charged remote reservoir damper, adjustable spring preload and compression and rebound damping, 130mm axle travel

WHEELS
Type:
Front - Hollow-section triple-spoke cast aluminium
Rear - Hollow-section triple-spoke cast aluminium
Rim Size:
Front - 17M/C x MT3.50
Rear - 17M/C x MT5.50
Tyre:
Size - Front 120/70 ZR17M/C (58W)
Rear - 180/55 ZR17M/C (73W)
Tyre Pressure:
Front - 250kPa
Rear - 290kPa

BRAKES
Type:
Front - 310 x 4.5mm dual hydraulic disc with radial-mount 4-piston callipers, floating rotors and sintered metal pads
Rear - 220 x 5mm hydraulic disc with single-piston calliper and sintered metal pads