2008 Vespa GTV 250: MD Ride review

Just a few months ago, before gas prices made a U-turn, the American press couldn't talk enough about scooters. Among other brands, Vespa was identified as the euro-cool scooter to see, and be seen on. 50, 60, 70 and even 80 miles per gallon of gasoline gave us an excuse to go out and buy something fun and new.

Since we occasionally test large displacement scooters here at MD, we asked Vespa to try one of their 244 cc models, the GTV 250. At $6,899, the GTV 250 is by far the most expensive scooter sold by Vespa in the United States. In addition to having the largest displacement engine available from Vespa in this country (the same engine is available in the less expensive GTS 250), the GTV features a relatively luxurious leather saddle, front and rear disc brakes, cool retro styling (including a fender mounted headlamp and retro instrument gauge), standard chrome luggage rack, fuel injection and liquid cooling. Vespa claims a top speed of 76 mph and fuel consumption of 65 to 70 miles per gallon. Our testing yielded 62 mpg.
At a claimed 322 pounds, the GTV 250 is no lightweight. Nevertheless, it moves away from a stop briskly and has no trouble handling city traffic nimbly, and even aggressively if you choose. At first, the GTV felt somewhat unstable at higher speeds, but a simple preload adjustment on the dual rear shock absorbers allowed this amply-sized editor to balance the chassis better

Riding a Vespa, or other small scooter, is not like riding one of the mega-scooters (such as a Suzuki Bergman 650). Your upper body is much more exposed to the wind, and the machine, as a whole, has a simpler, more toy-like attitude.
With the smaller 12-inch wheels found on the Vespa, braking and cornering needs to be a bit more measured than it need be on a scooter with 14 inch or 15 inch wheels. Nevertheless, the disc brakes on the GTV 250 proved adequate, if not confidence inspiring. In the handling department, it tends to "dart" more than "flow", and this just might be appropriate for its primary purpose of city traffic negotiation.
When I returned the machine to the press representatives on the other side of Los Angeles, I rode it nearly flat-out on the freeway for approximately 100 miles. Top speed, as indicated, varied from 75 to 85 mph depending on wind direction and incline. Stability was adequate if not quite at the level offered by a full-size motorcycle or larger-wheeled scooter. This is not a freeway touring machine, but it offers adequate power and stability to use the freeway for relatively short hops -- making it more versatile than many other small scooters.
Styling is always subjective, but we thought the bike looked very cool. You don't see genuine leather saddles very often, particularly in dark brown, and the rest of the bike has a certain retro-yet-modern attractiveness and simplicity.

If you are looking for something somewhat out of the ordinary here in the US, and enjoy genuine Italian styling, the Vespa GTV 250 might be your scooter. The less-expensive 244 cc model, the GTS 250, retails for $5,999 and offers the same performance (without some of the styling elements). Take a look at Vespa's website for additional details and specifications.

Kawasaki ZRX1200 DAEG: A Thoroughly Modern UJM

When Kawasaki introduced the ZRX1200R to the US market several years ago, it was very popular with middle-aged riders looking for a bike with traditional styling and modern performance. Apparently, Kawasaki does not think the US market needs a bike like this at the moment, however, because it has just introduced a redesigned ZRX, known as the ZRX1200 DAEG, solely for the Japanese market.

Although the styling is similar, the new ZRX has significant changes that, in US trim (Japan has horsepower restrictions), would provide an increase in performance not only from the engine, but from the braking system and the chassis. The new bike finally gets fuel injection, along with porting and valve work in the engine department, a new exhaust system and a six-speed transmission (the old bike was a five-speed). New brakes consist of Tokico four-piston calipers squeezing a pair of petal-shaped front rotors measuring 310mm and a single piston/250mm rotor combo in back. Steering geometry has been changed, and suspension settings are revised front and rear. The rear shocks are new, and are mounted at a different angle. They feature two-stage springs. The swingarm looks similar to the one found on the old model, but it is also new.

Bodywork has been changed slightly (apparent to the discerning eye), and the instruments are new. Personally, we wish Kawasaki would bring this bike to the US. We really liked the original ZRX1200, and would love to sample this new machine.

2009 Yamaha T-Max: MD Ride Review

Scooters. Until a few years ago, scooters were something few serious motorcycle enthusiasts had much interest in. When we thought of them at all, the image that came to mind was usually that of an urban hipster scooting his way to the coffee shop aboard a Vespa, or possibly a pizza delivery boy buzzing through the urban landscape on a small, beat-up machine. But the combination of unpredictably fluctuating gas prices, and the recent release of numerous large-displacement, freeway-capable scooters is conspiring to change that opinion. In short, for many who rely on two wheels for transportation, scooters are edging closer and closer to becoming 'cool'.
Of course, our two-wheeled brethren in Europe have long appreciated the utility of the scooter. Incredibly high gas prices, combined with the stringent tiered licensing programs in many European countries, have pushed scooters to the forefront of the European market. Take a walk through any city in Italy or Spain, and you'll see hundreds of scooters, mostly 125s and 250s, buzzing rapidly through traffic, often at the hands of hip young urbanites. But as these scooter enthusiasts matured, demand rose for a sportier, more powerful and aggressive machine for them to upgrade to.

Yamaha satisfied that demand with their T-Max, which has been available in Europe for some time. My European friends tell me that all over France and Italy, the T-Max's sporty handling and aggressive styling have made it an extremely popular choice for performance-oriented scooter enthusiasts. In fact, the European market already offers a whole host of performance modifications designed to make a customer's T-Max stand out from (and pull away from) the bevy of identical machines found both in the cities, and the canyons.
That's right, I said canyons. While sharp handling isn't something most scooters are known for, the T-Max's R1-sourced brakes and large (for it's category) wheel/tire combo betray its aggressive intentions. Spend a little time on google, and you'll find a host of European scooter forums where posters brag about hanging with 600cc sportbikes in the canyons. That might sound hard to believe, but after spending some time aboard the 2009 model, I'm convinced that it's distinctly possible (rider skill levels being the crucial factor, of course).

The first thing that caught my eye when approaching the T-Max is it's aggressive styling. With sharp-edged, minimalist (for a scooter) bodywork, it's clear Yamaha's designers intended to create a visual connection to the R-series sportbikes. The single upswept muffler, in two-tone black and silver, is also reminiscent of recent sportbike offerings from the tuning fork company.
Swing a leg over the T-Max, and its strikingly low center of gravity immediately makes itself known. Because it uses a CVT for power transmission, there is no clutch lever - the left lever controls the rear brake, similar to other scooters I've tested in the past.
Pulling away from a stop, two issues immediately make themselves known. At 5'8" with a 30" inseam, I found the T-Max's tall seat high made it difficult to paddle along when making extremely low-speed maneuvers or when backing up. This difficulty was exacerbated by a somewhat abrupt clutch engagement (there is a clutch - it's an automatically-operated centrifigul unit). This can make parking-lot speed maneuvers frustrating, with a tendency for the bike to lurch forward suddenly when the clutch engages.

Once out on the open road, however, things change markedly for the better. The 499cc parallel twin, which features dual overhead cams and a reasonably high compression ratio of 11:1, is an impressive powerplant for the class, providing plenty of acceleration for both around-town and freeway riding. Jumping away from stoplights, I easily left average cars eating my dust, and the CVT helped keep the engine near its sweet spot so that acceleration was always available when I needed it. On the freeway, the T-Max accelerates with respectable rapidity up to a typical 80-mph cruising speed (remember, I live in California!). More is available if required, but acceleration past this point is slower and more deliberate. Nevertheless, I managed at one point to achieve an indicated 106mph, and for those who are only "kind of" in a hurry, cruising at 90mph is possible for long periods. At these speeds, however, you can distinctly feel the engine straining, and you won't be surprised to find that fuel mileage figures fall dramatically (more on that later).
Aside from the slight abruptness of it's initial engagement (which can also be irritating when exiting extremely slow-speed corners), the belt-driven CVT performs admirably during all types of riding. When cruising, it keeps the revs low for fuel efficiency, but when your right hand demands more power, the T-Max delivers. My commute consists of a long stretch of two-lane rural highway, and I'm ocassionally forced to pass slow-moving produce trucks and other rolling roadblocks. From a starting speed of 40-50mph, the T-Max responded rapidly to the throttle and completed these overtaking maneuvers quickly and safely. No one who's grown used to the ridiculous power of modern sportbikes or sport-tourers would ever call it "fast", but it's definitely adequate for every situation I encountered, and can even jump from 70 to 80mph fairly rapidly during freeway riding. Let's call it "quick".

Not only is it quick, it's also efficient. Riding aggressively, with heavy throttle use and 80-90mph cruising speeds on the freeway (don't tell the CHP!), I saw mileage in the 40-45mpg range. Riders with a less aggressive throttle wrist could most likely get into the 50s, especially if they're doing a lot of freeway cruising.

The motor may not break any records, but it's in the handling department where the T-Max really shines. The combination of light weight (for its class) and a ridiculously low center of gravity make it easy to toss around in even the tightest corners. The T-Max somehow manages to offer the elusive combination of stability and responsiveness; I personally believe that the stability comes from the long wheelbase and the large, 15" wheels, while the geometry of the die-cast aluminum frame provides the responsiveness. Front-end feel and mid-corner grip is aided by the large 43mm front forks, which are several millimeters bigger in diameter than those most competitors.
Braking is the T-Max's real strong suit, however. The twin 267mm discs up front are gripped by a beautiful pair of four-piston monoblock calipers that look to be straight out of Yamaha's sportbike parts bin - a few years old, to be sure, but still far more powerful than anything you'd expect to see on a humble scooter.
The powerful brakes are assisted by the aforementioned low CoG - even under extremely hard braking, the T-Max stays incredibly level, with the front end diving barely at all. This means that you can steer even while braking hard without the twitchiness that comes from severe front-end dive - a very useful safety feature, and a fun one to use in the canyons (hey, I just passed that 600 on the brakes!).
For a real-world example of the T-Max's handling prowess, consider this - I spent a day chasing MD contributor Barry Winfield through the tight, twisty canyons of Malibu, California, and the T-Max held its own quite admirably. Barry was mounted on an Aprilia Mana, and while he wasn't pushing the limits, he's an extremely experienced rider, and his 'moderate' pace would leave many riders in the dust. While the T-Max's 499cc twin couldn't match the Mana's larger powerplant for corner-exit acceleration, I was able to maintain comparable corner speeds, and if anything, the T-Max could brake later and harder. My only complaint was that the T-Max seemed to have a slight difficulty finishing corners - the front end wants to 'push' a bit on corner exit, likely a consequence of the extremely long wheelbase. Not a huge issue, but it does delay how early you can get on the power coming out of a tight turn.

The stability of the T-Max was beneficial at other times, as well. We've had some unusually cold nights here in SoCal lately, and every rider knows how slippery paint strips can be on a cold, misty night. Several times, turning out from a side road near my home onto a busy thoroughfare that required hard acceleration to merge safely, I slid both the front and rear wheels of the T-Max on a pesky paint stripe that was put in just the wrong place for motorcyclists. Leaned over and on the gas, the T-Max recovered from these slides with beautiful composure, not even causing an increase in rider heart rate. This is not to say that I recommend drifting your T-Max like Casey Stoner at a tire test, but its a testament to the bike's composure even at the very limit of its handling capabilities.

Unfortunately, there are a few problems with the T-Max design that hold it back from real greatness. The first, and most annoying, is the design of the windscreen. As I said earlier, I'm 5'8", and when I sat up straight on the T-Max, the wind buffeting thrown off the top edge of the T-Max's screen was at just the right height to cause a severely annoying level of buffeting and noise around my helmet. This tended to encourage me to slouch, which exacerbated another noteable problem - the non-adjustable backrest isn't all that useful. For my size (and the length of my legs), it's too far back to offer any support when sitting in what I found to be the natural position on the seat, and it can't be adjusted forward like the backrests of some other scooters I've tested. And while I'm discussing the backrest, I'd like to suggest that Yamaha's engineers make the next generation not only adjustable, but somewhat taller - I'd like it to support my low back, not just my butt. Both these changes would contribute greatly to the T-Max's already impressive long-distance comfort.
The trunk, unfortunately, is not quite as spacious as those of some competitors. It will take a full-face helmet, but that's about it. While transporting photography equipment on my way to shoot photos for some other MD articles, I often wished for more space. However, this is most likely a consequence of the frame and engine design that allows the T-Max to have such a low center of gravity, so I won't complain too much.

Despite these flaws, I thoroughly enjoyed the approximately 1200 miles I spent aboard the new T-Max. With a reasonably powerful motor, sharp handling, and the utility of a step-through, automatic-transmission scooter, the T-Max could be the ideal machine for someone who needs an efficient commuter but wants to have some fun in the twisties on the weekends. After a few rides, you'll understand exactly why this bike is so popular in Europe.

NISSAN FAIRLADY Z

The car that the rest of us know as the Nissan 370Z is now on sale in its home market, bearing the familiar Fairlady Z nameplate that it’s traditionally worn in Japan. The updated, retro-modern styling, new 247 kW (337 PS) VQ37VHR 3.7-liter V6 and choice of six-speed rev-matching manual or seven-speed automatic transmissions are the same that we saw at the car’s Los Angeles Auto Show debut.

The new, more compact body carries styling cues from classic Fairlady models and distinct “Z” badging. Lightening measures such as aluminum body panels keep the weight down, and the new interior uses higher-quality materials including a new “Forte Suede” cloth. Soft-touch materials make the cabin a friendlier place, and the new Fairlady’s interior has been optimized for performance driving as well. A factory-installed HDD-based CARWINGS navigation system is available.

On-road performance has been increased. In addition to the lightening measures, the car is more powerful, of course. The groundbreaking new transmissions are coupled to an independent suspension and aluminum-caliper opposed-piston Akebono brakes at all four corners. Nissan’s Vehicle Dynamic Control stability control is also standard.

The Fairlady Z’s home-market pricing ranges from 3,622,500 yen ($38K) to 4,462,500 ($47K) yen, including Japan’s consumption tax. Some Japan-specific “performance” specifications that you might not have heard include the Fairlady Z’s 95% recyclability rate, and a reduction of interior volatile organic compounds.

Nissan expects to sell five hundred units a month in Japan. The Fairlady Z goes on sale today at Nissan dealers across Japan, and weekend sales launch events will be held December 6-7 and 13-14.

CARVER ONE

The Carver One is the product of a Dutch company called Carver Europe who's aeronautical engineers had functionality as their main design priority. With a jetfighter-like cockpit the Carver One tilts like a motorcycle despite the fact that it has three wheels. What's keeping it from tipping over is the Dynamic Vehicle Control system which automatically adjusts the tilt angle of the cockpit to the speed and acceleration of the vehicle.

The Carver One is powered by a 659 cc 4-cylinder 16v turbo engine that develops 68 hp and 100 Nm of torque. the top speed of the Carver One is 185 km/h and can reach 100 km/h in 8.2 seconds.

Watch the Carver One video after the jump.

Lamborghini Gallardo LP 560-4 Spyder – A dynamic experience of unparalleled intensity

With the new Gallardo LP 560-4 Spyder, Lamborghini has created a driving experience like absolutely no other – fascinating design, breathtaking performance and extreme handling characteristics come together with all the sensual intensity and open-air pleasure that only a soft top super sports car can deliver.

An even more powerful engine, permanent all-wheel drive and an all-new chassis mean that the Gallardo LP 560-4 Spyder offers yet another significant increase in performance against its predecessor. With its innovative design, the new LP 560-4 Spyder takes the unique Lamborghini styling ethic to the next level; the Spyder displays this powerful and elegant design language with even greater distinctiveness, making it all the more unmistakable.

The Gallardo LP 560-4 has been on the market since early 2008, as the successor to the most successful Lamborghini of all-time – since 2003, more than 8,500 models bearing the Gallardo name have left the production facility in Sant'Agata Bolognese.

'The LP 560-4 is the next step in a huge success story,' says Stephan Winkelmann, President and CEO of Automobili Lamborghini. 'With the Spyder, we are now unveiling a car that is, quite simply, a new dimension in the latest Gallardo range. It is an entirely new model which builds on the substantial technical and design attributes of the Gallardo LP 560-4 production strategy. The new Gallardo LP 560-4 Spyder is a simply breathtaking automobile – and utterly unparalleled in its commitment to extreme motoring.'

In its new generation, the Gallardo Spyder represents more than ever before automotive passion in its purest form. As in the Coupé, its enormous power is delivered by the new 5.2 liter V10 with an output of 560 horsepower (412 kW) at 8,000 rpm. The increase in 40 horsepower (29 kW) over its predecessor, as well as the 44 pound (20 kilogram) reduction in vehicle weight, improves the power-to-weight ratio to 6.10 pounds (2.77 kg) per horsepower, thus improving performance even further.

The LP 560-4 Spyder takes only 4.0 seconds to sprint from 0 to 62 mph (0 to 100 km/h), reaching 124 mph (0 to 200 km/h) in only 13.1 seconds and going on to a top speed of 201 mph (324 km/h). The new driveline, featuring the 'Iniezione Diretta Stratificata' direct fuel injection system also makes for impressive efficiency. Despite the considerable increase in performance, fuel consumption and CO2 emissions have been reduced by a staggering 18 percent.

Engineers at the Ufficio Tecnico Lamborghini, Sant'Agata-based Technical Department, have also improved traction, handling and stability at high speeds. The redesigned four-wheel drive transmission, the new suspension, the improved stiffness of the Spyder bodyshell and the optimized aerodynamics all contribute to the overall improvements in the vehicle, as do the reduced weight and decreased friction throughout the components.

Thus the Gallardo LP 560-4 Spyder presents itself as a razor-sharp super sports car with the precision reactions of a high-performance athlete. The car is also surprisingly suited to long-distance driving and, despite its extreme performance capabilities, is easy to control while maintaining utmost stability. Above all, the impressive Lamborghini technology takes on a new, intense edge in the Spyder, with the glorious feel of the open air rushing by.

The style
Powerful elegance

Every Lamborghini is a high-performance athlete. Its sensuality is based on precision, performance and on spontaneous action. A Lamborghini's elegance is that of sheer, pure power. This DNA of the Lamborghini brand is taken to the next level with every new car by the Centro Stile. Thus the Gallardo LP 560-4 Spyder displays the precise lines and clean surfaces of a minimalist design ethos that resists ornamentation or embellishment of any kind. Even more than the Coupé, the Spyder places emphasis on the powerful basic wedge form, complemented by the tightly cut soft top.

Each evolution of the Lamborghini form is strictly dictated by the demands of function. The redesigned front end lends the LP 560-4 a firm, low stance that also contributes to its aerodynamic efficiency. In line with the increased engine output, the enlarged and clearly accentuated air intakes increase the air flow critical to such a high-performance automobile. The spoiler, positioned low between the air intakes, improves aerodynamic stability at high speeds.

Characteristic LED daytime running lights

The new headlights have characteristic daytime running lights integrated beneath the bi-xenon lamps. 15 LEDs are arranged in a Y form, with the same pattern repeating in the rear tail-lights. The rear and brake lights were inspired by the Miura concept, the Murciélago LP 640 and the Reventón. The Y-shaped elements are now signature features of contemporary Lamborghini models, appearing most recently in the Estoque concept car, the innovative super sports sedan from Sant'Agata.

The completely redesigned rear gives new meaning to the term 'powerful elegance'. The rear lights, air cooling vents, bumper and diffuser are precisely arranged to add tremendous visual breadth to the LP 560-4 Spyder, while sustaining its firm bond with the road surface. In addition, the streamlined covers left and right of the bonnet accentuate the powerful shoulders and the taut lines of the new Gallardo.

Significantly improved aerodynamics

The new exhaust system is beautifully finished by four chrome-plated tail pipes. The rear diffuser has been redesigned to deliver more downforce and, together with the smooth underbody, it contributes to the vehicle's excellent directional stability, even at very high speeds. Overall, aerodynamic efficiency in terms of downforce has been improved significantly in comparison with its predecessor - the Gallardo LP 560-4 Spyder tackles fast curves with even greater refinement.

The purist approach to design is perfectly complemented by the immaculate attention to detail demonstrated by the designers at Sant'Agata Bolognese. The fuel and motor oil fill caps, intricately-crafted from aluminum bear testimony to this, as does the rear view camera, which has been integrated into a small fin in the automatically-deploying rear spoiler, as well as the finely-detailed grilles in the exhaust tail pipes.

Soft top perfectly suited to everyday use

The flow of the lines, regardless of whether the top is up or down, clearly demonstrates that the Spyder is a fully self-contained model within the Gallardo range. Compared with the Coupé, the open top version comes across as just a little more radical; its shoulders have been raised slightly in order to make room for the soft top.

The fully-lined fabric top – available in black, blue, grey and beige – is operated via two switches located on the center console. They set in motion a choreography that is over in just 20 seconds. One hydraulic pump, six hydraulic cylinders, one electric motor and two electric actuators work together to perform this technical ballet.

Rear windscreen functions as wind deflector

When the soft top opens, the rear windscreen disengages first, sliding downwards to avoid obstructing the remainder of the process. Four cylinders slightly raise the rear-hinged engine cover, before the hood folds gracefully into a stowage compartment located in front of the engine bay. Finally, the large engine cover made from a lightweight carbon fiber composite closes once more and the rear windscreen returns to its original position to function as a wind deflector. A switch mounted on the dashboard will stow the rear windscreen if preferred – even when the top is closed.

Whether open or closed, the Gallardo Spyder's soft top is designed for unrestricted high speeds. In order to ensure maximum safety, Lamborghini engineers have integrated two spring-loaded rollover bars behind the seats. Controlled by a sensor, they deploy in only 250 milliseconds should a potential roll-over situation arise. The seat belt tensioners spring into action at the same time.

The bodyshell
Intelligent lightweight design

Weight is undesirable in a sports car and lightweight design is good for dynamics. Aluminum is much lighter than steel – which is why the bodyshell of the Gallardo LP 560-4 Spyder has an aluminum structure that is more lightweight, yet stiffer. With its lighter engine, the two-seater boasts a dry weight of only 3417.2 Ibs (1,550 kg) – 44 pounds (20 kg) less than its predecessor.

The design of the Gallardo LP 560-4 Spyder utilizes the ‘spaceframe construction method.' Cast aluminum nodes and extruded profiles form its frame, with integrated friction-locked and form-fitted aluminum panels creating the bodyshell. The bodyshell is not only extremely light, but also displays exceptional torsional stiffness and safety characteristics, thus forming the basis for the extraordinary handling characteristics of the LP 560-4. The aerodynamic underbody panel is also integrated into the overall design for structural stiffness. The Spyder incorporates specially-developed additional stiffness elements within the spaceframe to compensate for the absence of a fixed roof.

Integrated pedestrian protection system

The bodyshell also incorporates the highest levels of passive safety. The Gallardo LP 560-4 Spyder even fulfils European directives for pedestrian protection that are not yet mandatory. Furthermore, the geometry of the entire front end of the car has been optimized, with a special combination of materials behind the front bumper that serve to absorb impact forces.

The interior
Luxurious individuality

Despite its low exterior height, the Gallardo LP 560-4 Spyder welcomes its passengers with a spacious interior – even when the top is closed. The sports seats are upholstered in either fine leather or Alcantara® and provide firm hold and support. The seats are mounted low, as is typical for sports cars, and behind them is additional luggage space to complement the 110 liter capacity luggage compartment at the front of the vehicle.

The wide middle console is one of the elements that characterize the impression of sporty dynamism in the interior. It accommodates the standard Lamborghini audio and multimedia system, as well as the dual-zone climate control. Between these two units is a newly designed module housing classically elegant toggle switches. Seven instrument dials boasting new graphics provide the driver with essential engine data, while a multi-functional display between the speedometer and rev counter furnishes him with important information from the on-board computer.

Highest quality workmanship

The Miura and the other models of the 60s were characterized by their excellent quality of workmanship, which was far beyond the general standards of the day. Lamborghini has built extensively on this tradition, and to this day delivers automobiles of the highest standards.

The Gallardo LP 560-4 Spyder indulges with materials of the highest quality in both look and feel. Leather interior choices include a range of colors and stitching in matching or contrasting tones. As an optional extra, Lamborghini can deliver the Gallardo with an expanded range of leather or Alcantara® equipment, as well as carbon packages, where elements like the surround for the air-conditioning control panel, the handbrake and the gear-stick console are finished in carbon fiber composite. The Ad Personam individualization program fulfils personal preferences – at the end of the day, a new Lamborghini has to fit in perfectly with the lifestyle of its owner.

The engine
Extreme power in every situation

The engine of the Gallardo LP 560-4 Spyder is a completely new development. All that remains is the number of cylinders, - that magical ten - which provides a perfect synthesis of high-revs, pulling power, athletic agility, compact dimensions and low weight that is unique within this performance class.

The engine has a displacement of 5.2 liters (5204 cm3 ), generating an extreme 560 horsepower (412 kW) at 8,000 rpm – giving class-topping output per liter of 107.6 horsepower. The engine delivers a maximum torque of 398 lb-ft (540 Nm) at 6,500 rpm. The ample torque curve guarantees outstanding thrust at all engine speeds. With acceleration of 4.0 seconds from 0-62 mph (0-100 km/h) and a top speed of 201 mph (324 km/h), the Gallardo LP 560-4 Spyder shoots into the orbit of the most extreme high-performance sports cars and is only one km/h less swift than the LP 560-4 Coupé.

Even more astounding is the fact that engineers at Sant'Agata succeeded in lowering the fuel consumption and CO2 emissions of the super sports car by 18 percent, despite a considerable improvement in performance. Relative to engine power and performance, the average fuel consumption of the Gallardo LP 560-4 Spyder e.gear is astonishingly low at only 16 mpg combined (20 hwy/13 city) (14 liters per 100 kilometers).

Perfect weight distribution, optimal dynamics

The engine in this new model is also located longitudinally behind the driver – hence the model denomination 'Longitudinale Posteriore.' The mid-engine concept is peerless in sports car design, creating the basis for the perfect weight distribution of the LP 560-4 Spyder of 43 percent on the front axle and 57 percent on the rear. In combination with the permanent all-wheel drive transmission, it guarantees the Gallardo's superior handling stability in all situations.

Low mass for impressive high-revving

The cylinder bore surfaces of the new Lamborghini ten-cylinder are made of a hypereutectic aluminum alloy. The hard silicon crystals of the bore surfaces are chemically released following the honing process. The connecting rods are made from forged steel and the pistons from aluminum alloy. The systematic reduction of mass and internal friction contributes to the engine's impressive high-revving characteristics.

The engine is unusually wide for a V10, with a cylinder angle of 90 degrees. The advantage of this layout is the lower center of gravity. The dry sump lubrication serves the same purpose, as well as guaranteeing a reliable supply of oil even during extreme lateral acceleration on the race track.

Direct fuel injection makes for efficient combustion

The new V10 uses the direct fuel-injection system 'Iniezione Diretta Stratificata' as an innovative way to optimize performance in all conditions, while achieving moderate fuel consumption. The fuel is injected directly into the combustion chamber from a common-rail system at pressures of up to 100 bar via laterally-position injectors. This ensures the perfect 'tumble' of the homogeneous fuel/air mixture and forms the basis of highly efficient combustion.

Direct injection boosts the extremely efficient full-load performance of the V10, reduces its knock sensitivity, provides an internal cooling effect and thus facilitates a very high compression ratio of 12.5:1. The cylinder heads have been optimized to deliver a rapid charge cycle, while the variable valve control system on all four camshafts improves charge efficiency across the entire engine speed range.

Transmission
All-wheel drive refinement

Such extreme power must be delivered to the road safely. The driver of a Gallardo LP 560-4 Spyder can thus rely on the viscous traction permanent all-wheel drive system – the number 4 in the model name serves as a reminder of this. Lamborghini introduced this system as early as 1993, with the Diablo VT – and for good reason. Four driven wheels achieve more grip than two and permit earlier acceleration when exiting a curve.

Located in the driveline is a central viscous coupling, which requires no electronic control. In this Lamborghini-specific configuration, driving power is distributed between front and rear at a standard ratio of 30:70, adapting to variations in road conditions within a matter of milliseconds. A mechanical differential on the rear axle providing up to 45% limited slip, and an electronic differential lock at the front complete the all-wheel drive system.

Superior traction and handling

It is not only maximum traction that benefits from permanent all-wheel drive, but also the car's clearly superior handling. Ultimately, each wheel can only transfer a certain amount of power to the road. As the drive power is distributed to all four wheels via the viscous traction system, there is thus greater potential for directional control. These reserves in every situation are what distinguish a perfectly made sports car.

With all of that engine thrust, changing gears in the Gallardo LP 560-4 is also one of the most exciting aspects of this vehicle. It remains a matter of personal preference whether the driver uses the short gear stick to work manually through the precision motion of the six-speed gearbox, or whether he chooses to let his fingertips control the e.gear's paddle-shift system located behind the steering wheel – the option preferred by the majority of Lamborghini customers.

Shift times reduced by 40 percent

The automated e.gear transmission has been completely redesigned and improved in all aspects. The complete system is not only considerably lighter, but the time required to change gear in corsa mode has also been reduced by 40 per cent. The driver can change gear manually using the shift paddles mounted on the steering wheel – or he can leave it entirely up to the automatic mode, which ensures extremely refined dynamics.

If the driver changes gear manually using the steering wheel paddles, he can choose from three different drive programs. Alongside the standard program, the Gallardo also offers the sport mode with even shorter shift times, while the corsa program delivers optimum engine acceleration.

ESP is active in all drive programs, engaging later in the sport and corsa modes and reducing the impact of the traction control. The corsa mode also permits greater drift and enables the complete dynamic spectrum of the LP 560-4 Spyder to be appreciated on the race track – while still leaving plenty of room for safety. The Lamborghini thrust mode facilitates maximum acceleration from a standstill. The throttle valve angle and clutch travel have been optimized specifically for this purpose.

The chassis
Hi-tech components with Lamborghini expertise

The predecessor to the Gallardo LP 560-4 Spyder was already one of the world's best super sports cars in terms of handling, precision and driving stability. However, the latest model delivers an even more intense driving experience across the board. The new chassis improves the car's handling, its driving comfort and its directional stability at high speeds.

The chassis of the Gallardo LP 560-4 Spyder is uncompromisingly hi-tech. Its technical design comes directly from motorsport. The aluminum double wishbones with re-designed kinematics encircle the wheels, while the springs and shock absorbers have been recalibrated for stiffness and optimum grip. The rear axle now has an additional track rod, bringing an extra element of control to the super sports car.

One all-new development is the rubber-metal bearings. These truly hi-tech components contribute to the unique Lamborghini dynamics with intelligent design and specific material combinations. The precise set-up of the springs and dampers has been adjusted to accommodate the slightly higher weight of the Spyder to give it exactly the same characteristics as the Gallardo Coupé.

Intense road holding

The rack and pinion steering works with relatively little power assistance – giving the driver a direct and close connection with the road, and providing intense experience of the power and forces at play. The steering has its own cooling system for the power steering fluid.

Precise, breathtakingly fast, yet stable and free from surprises - the Gallardo's dynamics deliver a sensuous experience. At the limit, the tires (235/35 ZR 19 front and 295/30 ZR 19 rear) appear to bond with the road surface. The wheels are clad in Pirelli P-Zero series tires, specially developed for Lamborghini. They boast particularly low rolling resistance and thus contribute to reduced fuel consumption without any compromise in performance. At speeds of more than 75 mph (over 120 km/h), an automatically-deploying rear spoiler increases the down force on the rear axle. It works together with the specially formed underbody, which directs the airflow under the car.

Optional carbon fiber ceramic brake system

The new brake system comes with brutal stopping power. At the front, eight-cylinder Brembo calipers grip 14.37 in (365 mm) diameter discs, while four-cylinder calipers and 14 in (356 mm) discs take up the rear. The new disc ventilation also improves brake fade under extreme load conditions.

Highly stable carbon fiber ceramic discs are available as an option. At the front the CCB (Carbon Ceramic Brake) discs measure 15 in (380 mm) diameter and at the rear 14 in (356 mm). They deliver improved performance with reduced weight. The CCB system significantly reduces weight, which improves dynamics and comfort.

Equipment and trim - Top-class individuality

Lamborghini has equipped the Gallardo LP 560-4 Spyder with an exceptionally sporty standard equipment package that includes the automatic top; driver, passenger and side air-bags; dual-zone climate control with sun regulator; stereo system with USB interface; sports seats with electrically adjustable back rests; leather upholstery and bi-xenon headlamps with LED daytime running lights. The new series production 'Apollo' wheels feature a double-spoke design.

A range of optional extras brings additional comfort and convenience – including a navigation system, a hands-free Bluetooth® mobile phone connection, anti-theft device and a rear view camera. A further option is a lifting system for the front axle – which raises the body at the touch of a button to ease negotiation of obstacles. New options include black painted 'Cordelia' wheels.

The possibilities available in the 'Ad Personam' individualization program are virtually inexhaustible. Behind this program stands the philosophy that a super sports car, as a significant expression of the personality of its owner, should fit perfectly to his desires and expectations. This is particularly true for a car as highly emotional as the Spyder. As a consequence, the finest exclusivity is the trademark of Lamborghini's individualization program. 'Think the Impossible' is its motto.

'Ad Personam' offers a host of options to bring highly individual style to both the interior and exterior of a Lamborghini. One new highlight in the program is three matte-luster color options - Nero Nemesis (matte black), Bianco Canopus (matte white), Marrone Apus (matte brown). These colors, applied using a specialist and highly sophisticated process, bring particular emphasis to the purist precision of Lamborghini design.

Next generation Porsche Cayman with increased power and efficiency

Porsche is presenting the second generation of the mid-engined Cayman sports coupe. The highlight is the new, flat-six ‘boxer' engines, developed to incorporate new technical features from the ground up, providing not only more power, but also significantly greater fuel efficiency.

A further improvement of both fuel economy and performance is guaranteed by the Porsche Doppelkupplungsgetriebe (PDK), the new double-clutch gearbox now available as an option on both the Cayman and Cayman S.

Newly-developed' boxer' engines deliver more power on less fuel

The Cayman now has an engine displacing 2.9-litres, which develops 265 bhp (195 kW), an increase by 20 horsepower over the prior 2.7-litre model.

The 3.4-litre power unit in the Cayman S now features Direct Fuel Injection, and delivers 320 bhp (235 kW), up by 25 bhp.

These developments see the engines fitted to the Cayman and Cayman S coupes offering more horsepower than those in the Boxster roadster. This move emphasises the sports driving orientation of the Cayman and further differentiates the coupe.

An outstanding power-to-weight ratio of 4.2kg/bhp on the Cayman S in particular ensures optimum driving dynamics. For example, the Cayman S with PDK and Launch Control (featured in the optional Sports Chrono Package Plus) accelerates from 0-62mph (0-100 km/h) in 4.9 seconds, setting the benchmark in the range.

When combined with the PDK transmission, the new 2.9-litre engine of the Cayman clearly breaks through the 30.0mpg fuel consumption boundary. Indeed, the figure of 31.0mpg (9.1 litres/100km) is approximately 10 per cent better than the previous model with the Tiptronic S automatic transmission. Increasing fuel economy by an even more significant 15 per cent to 30.1mpg (9.4 litres/100km), the 3.4-litre Cayman S with PDK offers an even greater saving over its predecessor with Tiptronic S.

In parallel with the improvement in fuel economy, so emissions of the engines have decreased also. Depending on model, emissions have been reduced by up to 16 per cent. The Cayman with the standard six-speed manual gearbox emits 221g/km CO2, and 214g/km CO2 when fitted with PDK. The Cayman S manual emits 223g/km CO2, and 221g/km CO2 with PDK.

Significantly, these developments move every Cayman model – whether manual or PDK – into Band F for Vehicle Excise Duty and company car taxation purposes.

Direct Fuel Injection standard on 3.4-litre S engine

The driver benefits from a further advantage of direct injection every time they touch the throttle pedal: with fuel being injected fractions of a second prior to combustion, the engine responds more directly and spontaneously to even the slightest movement of the driver's right foot. This is not only the case when accelerating, but also when lifting off the throttle, for engine speed drops more quickly and smoothly since there is no residual fuel left in the intake manifold which might otherwise prolong the combustion process.

Depending on engine load and speed, fuel is injected into the combustion chamber at a pressure of 120 bar. The big advantage is that unlike conventional intake manifold injection, direct fuel injection serves to form the fuel/air mixture directly in the combustion chamber. This better mixes the air and fuel in the cylinder, establishing an important prerequisite for clean and complete combustion. This ensures the ‘homogeneous' operation of the power unit with a consistent balance of the fuel/air mixture in the combustion chamber at all times and under all running conditions. Such smooth operation guarantees optimum combustion and maintains low emissions, across a range of fuel qualities.

A coupé of distinction

While instantly recognisable as a Porsche sports car, the Cayman is individual in its design. Originally launched in 2005, the characteristic silhouette of the Cayman has remained fresh and contemporary. Its distinctive coupé lines are combined with a long wheelbase and a rear aspect that slopes gently downwards. From the rear, the Cayman is defined by a large, opening rear lid, powerfully sweeping wheel arches and an automatically extending spoiler.

The rear lid opens upwards to provide access to the 260 litre luggage compartment. This, in conjunction with the 150 litre capacity luggage compartment in the nose, plus numerous additional storage compartments, ensures that this two-seater sports car combines real functionality with elegant aesthetic form.

As is Porsche tradition, the styling of the next generation two-seater Coupe has evolved subtly. However, it is clearly distinguishable from outside through its newly-designed nose and tail. The new halogen headlights with their integrated direction indicators are reminiscent of the lights on the Carrera GT, and the new LED rear lights tapering to the outside are integrated elegantly in the remodelled bodywork.

The rod-shaped side lights in LED light conductor technology add distinction to the car's looks, which are further enhanced through their horizontal arrangement in the outer air intakes. Yet a further highlight is provided by the round fog lamps featured as standard.

For the first time the Cayman is available with a Lights Package featuring bi-xenon headlights, dynamic cornering lights and LED day-time driving lights. Replacing the fog lamps, these light units are made up of four LEDs arranged in round light units like the eyes on dice.

PDK: quickly shifting gears, reducing fuel consumption

The Cayman is available with the Porsche-Doppelkupplungsgetriebe (PDK) carried over directly from motor sport, and replacing the former Tiptronic S torque converter automatic transmission. When equipped with PDK, the Cayman accelerates from 0-62 mph (100km/h) 0.1 seconds faster than with the manual six-speed gearbox.

Acceleration is particularly fast and dynamic with the optional Sports Chrono Package Plus featuring Launch Control; this offers maximum acceleration from a standing start and also a Race Track Gearshift Strategy for the fastest conceivable gear change as an exclusive highlight on the PDK models.

Benefiting from Launch Control, the respective models accelerate from a standstill to 62 mph (100 km/h) yet another 2/10ths of a second faster.

Porsche Doppelkupplungsgetriebe (PDK) – in detail

The next generation Cayman and Cayman S are available for the first time with the new Porsche Doppelkupplungsgetriebe (PDK), literally Porsche double-clutch gearbox. Offering no less than seven forward gears, the new gearbox combines the driving comfort of a torque converter-equipped automatic transmission with the dynamic manual gearshift functionality of a sequential racing gearbox. PDK also boasts an entirely automatic gearshift function, and replaces the Porsche Tiptronic S automatic transmission previously offered. Through its optimised and adaptive gearshift programmes, PDK further improves the acceleration of the Cayman models and reduces fuel consumption to an even lower level.

In principle, the PDK consists of a conventional manual gearbox and a hydraulic control system divided into two separate transmission units. Two wet clutches in radial arrangement, controlled hydraulically, and using oil for both cooling and lubrication, form the heart of the transmission. One clutch is for the first transmission unit with the uneven gear ratios (1,3,5,7) and reverse, and the other clutch is for the second transmission unit with the even gears (2,4,6). Via a number of pressure valves, the hydraulic control unit masterminds both the wet clutches and the shift cylinders activating the transmission ratio required.

The gearshift perceived by the driver comes not from the gears actually changing, but from the change of positive clutch engagement. In this case, the clutch on one transmission opens or disengages while the clutch on the other transmission closes or engages in a simultaneous process. The big advantage is an even faster gearshift than with a conventional manual gearbox or torque converter automatic transmission. The gears are already ‘in mesh' when shifting and the power of the engine need not be interrupted in the process.

PDK also reduces to a minimum transmission power loss courtesy of the high standard of mechanical efficiency in the double-clutch, and this manifests itself in fuel economy improvements of approximately 13 per cent compared with a conventional Tiptronic S transmission. PDK also offers an advantage in terms of weight – despite two additional gears, it weighs 10kg less than Tiptronic S.

To use the various functions of the double-clutch transmission, the driver can either shift gears by means of sliding buttons on the spokes of the new steering wheel, or via the new gear selector lever. The driver can press forwards to shift the gears up, and press them from behind to shift downwards. Alternatively, pushing the gear selector lever forwards shifts up a gear, and pulling it back shifts down. The option of PDK costs £1,961.

This PDK gearshift principle was first developed by Porsche for motor sport 25 years ago. Porsche works drivers benefiting from this technology were able to accelerate faster than their competitors and keep both hands on the steering wheel while changing gears, thus avoiding even the slightest distraction while shifting.

The seven-speed PDK shifts gears up to 60 per cent faster than a conventional automatic transmission, and naturally, gives the new Cayman models even better performance. And those in search of optimum driving dynamics have the option to combine PDK with Sport Chrono Package Plus, now featuring Launch Control.

Dynamic suspension and supreme brakes – new option of limited-slip differential

The suspension with its new set-up gives the new Cayman models a combination of even greater driving dynamics and enhanced comfort all in one. Modification of the valve control map on the steering gear serves furthermore to reduce steering forces, giving the Cayman more agile and spontaneous steering behaviour.

The wheels come in new designs and are half an inch wider than previously on the Cayman 2.9-litre model in order to accommodate the larger brake system of the S-models which are now fitted on the front axle. The Cayman and Cayman S feature the latest generation Porsche Stability Management (PSM) which now offers two new functions: Brake Pre-Loading and the Brake Assistant. Whenever the driver lifts off the throttle pedal very quickly – which is typical immediately prior to an emergency braking manoeuvre – the PSM hydraulic control unit builds up an appropriate level of pressure in the brakes before the driver even presses the brake pedal down, which has the effect of moving the brake pads slightly towards the discs, and ready for immediate action. This significantly improves brake response and shortens stopping distances accordingly.

When recognising that the driver is braking in an emergency due to the very fast operation of the brake pedal and a defined brake force, the PSM hydraulic control unit actively delivers the brake pressure required for maximum stopping power.

In conjunction with 18- and 19-inch wheels, the new models in the Cayman range are also available with a limited-slip differential on the rear axle. Locking action is 22 per cent under power and 27 per cent in overrun. This significantly improves both traction and stability, providing a substantially higher level of performance on winding roads, particularly on the race track. A further advantage is the more stable load change behaviour. At the same time, the mechanical differential, through its particular function, interacts perfectly with the electronic Automatic Brake Differential (ABD) for optimum traction control, the locking action delaying the tendency of one wheel to spin on a road surface slippery only on one side.

New audio and communication systems

The next generation Cayman features as standard the new CDR-30 CD radio. The new Porsche Communication Management (PCM) 3.0 complete with hard disc navigation is available as an option and when specified serves as the central control unit for all audio, communication and navigation features.

PCM 3.0 is more versatile, efficient and easier to use than before, standing out in particular through its touch-screen which enables the driver to select specific functions simply by pressing the appropriate key on the larger 6.5-inch monitor. PCM 3.0 is available with highly convenient voice control and, in conjunction with the optional, universal audio interface, can now be used also to control external audio sources such as an iPod®, USB stick, or Bluetooth.

Seat ventilation combined with seat heating is also available as an option.

Lexus Stages World Debut of All-New RX 350 and RX 450h

Lexus unveiled the all-new, next generation RX 350 and RX 450h hybrid. The vehicle that pioneered the car-based luxury utility vehicle segment when it launched in 1998, is completely redesigned and will continue to set new benchmarks in areas that have made it the best-selling luxury utility vehicle: innovation, styling, performance, utility and comfort.

At the heart of the new RX models are two improved powertrains. Entering its second generation, the RX 450h will feature an enhanced Lexus Hybrid Drive system with a 3.5-liter V6 gas engine that runs on a highly efficient Atkinson cycle. Combined with a new, more efficient inverter, the total system output will be 295 horsepower, 27 more horsepower than the current generation RX hybrid.

Another step in the Lexus Hybrid Drive's evolution is the addition of two new systems that improve its efficiency. The first is an exhaust-heat recovery system that reduces engine warm-up time allowing it to stop earlier, more often, and for longer periods. The result is an improvement in both fuel economy and emissions. The second is a cooled exhaust-gas recirculation system that reduces engine pumping losses, which also helps to improve economy.

The RX 450h features a front-wheel hybrid drive or an electronically driven, part-time all-wheel-drive (AWD) hybrid drive system, which supplies the rear wheels with the optimal amount of torque as conditions demand. Unlike mechanical AWD systems that reduce fuel efficiency via added weight and friction, the RX 450h's rear-mounted electric motor-generator allows all four wheels to perform regenerative braking, charging the hybrid battery more effectively.

The third generation RX 350 will be powered by an improved 275-horsepower, 3.5-liter V6 engine mated to an electrically controlled, sequential-shift six-speed transaxle. The all-wheel-drive version will feature an Active Torque Control AWD system that optimizes torque depending on driving conditions, resulting in improved efficiency and performance.

Both RX models feature a new, uniquely designed double-wishbone rear suspension that helps provide exceptional agility and control. Its distinctive design also allows for five percent more cargo volume and easier loading. To complement the new rear suspension and provide excellent dexterity and ride comfort, the front McPherson strut geometry was optimized.

The all-new RX models possess a number of Lexus-first technologies that enhance the ownership experience. An available Hard Disk Drive (HDD) navigation system has an all-new 'Remote Touch' controller that is both intuitive and ergonomic. Positioned on the center console, Remote Touch is as natural to the driver's hand as a computer mouse. It can also be customized to the desired level of haptic feedback. While RX will feature voice recognition as standard, the new navigation system will also include a new casual language voice-recognition system that acknowledges conversational commands. Standard XM® satellite-radio capability (requires subscription) is joined by XM NavTraffic and new NavWeather features.

The spacious five-passenger interior includes a new, thoughtfully constructed 'dual-zone cockpit' design. This intuitive layout helps the driver navigate the advanced interior of the new RX, which features two distinct yet integrated zones: a 'display zone' and an 'operation zone.'

The 'display zone' assists the driver via an eight-inch, navigation display that is set back in the dash for improved visibility. A white Organic LED multi-informational display ensures exceptional readability from a wide angle. An optional Heads-up Display reduces the need for excessive eye movement, and the use of high-intensity LEDs make the display bright enough to be read in direct sunlight.
The 'operation zone' provides access and control to a large range of information through the available 'Remote Touch' navigation controller and the steering-wheel-mounted multi-information switch.

The exterior of the all-new RX has a strong stance and powerful new body design with the goal of enhancing comfort and maneuverability. The inverted-trapezoid design in the front and the horizontally integrated rear are incorporated together via a pronounced shoulder along the RX's profile. Stylish molding around the side windows and at the base of the doors provides low-profile strength. Standard 18-inch aluminum-alloy wheels complement the exterior with a strong, sporty look, with optional 19-inch aluminum-alloy wheels providing another styling cue. While it has increased in nearly every dimension, overall aerodynamic advancement was aided by a specially designed undertray, resulting in a segment-topping 0.32 coefficient of drag (Cd).

The RX 450h hybrid will have its own unique styling features, including an exclusive grille, hybrid badging including blue-trimmed Lexus logos, unique front bumper, a special 19-inch optional wheel design, blue-tinted headlamps and taillamps, and optional LED headlamps.

The new RX is available with a selection of luxury and sport option packages, which include features like Lexus' exclusive Mark Levinson® Surround Sound system, a dual-screen rear-seat entertainment system, dynamic radar cruise control, and a Sports Package featuring a sport-tuned suspension.

The all-new RX will offer a wide-angle side view monitor. With a camera located under the passenger side-view mirror, the driver can check hard-to-view areas on the passenger side of the vehicle by simply selecting a button on the navigation screen or the steering wheel and view the camera image on the navigation screen.

True to its heritage, the RX's active and passive safety systems continue to be among the vehicle's most impressive features. Lexus' available Vehicle Dynamics Integrated Management (VDIM) seamlessly integrates individual systems like Vehicle Stability Control (VSC), Anti-lock Braking System (ABS), Hill Assist Control (HAC) and Traction Control (TRAC). It operates in a smooth proactive way via throttle, steering and braking to help prevent skids while cornering before the vehicle reaches its operating limits on slippery roads or other challenging conditions.

The available Pre-Collision System (PCS) relies on millimeter-wave radar technology to recognize a possible frontal collision and primes the brake assist and retracts the driver's and front passenger's seat-belt in anticipation of the crash. An intelligent Adaptive Front-lighting System (AFS) is available with HID low- and high-beam headlamps on both models, while the RX 450h also offers the AFS with LED low-beam and Halogen high-beam headlamps. Both anticipate the vehicle's location based on vehicle speed and steering angle, swiveling the front headlamps into the turn. An optional new automatic high-beam system detects light from oncoming vehicles, preceding vehicles or ambient sources and automatically switches from high to low beams.

Passive safety features include a class-leading 10 standard airbags on the new RX, including dual-stage driver and front-passenger airbags (including the Lexus exclusive twin-chamber front-passenger airbag), driver and front-passenger knee airbags, front and rear seat-mounted side airbags, and side-curtain airbags. It is also equipped with Lexus' front-seat active headrests, designed to help reduce a possible whiplash injury when in certain lower speed collisions from the rear.

The all-new 2010 RX 350 will go on sale next February, while the 2010 RX 450h will reach dealerships nationwide in the spring.

Overview: Kawasaki Ninja ZX-6R Motorcycle

An evolution of the 2007 Ninja ZX-6R, the 2009 model 6R takes the performance of its track-oriented predecessor to a higher level. Development of the rider active package focused on offering riders more precise control. Changes to engine and chassis for enhanced controllability result in a confidence-inspiring character that enables a calm assuredness as high-level riding is pursued. And it is this ability to push harder – to be able to extract this bike’s full potential – while firmly retaining control that makes the new Ninja ZX-6R so exciting to ride.
Chassis fine-tuning and increased mass centralization result in lighter handling, making it even easier to tip this Six into corners. Also contributing to the lighter handling is the new Ninja ZX-6R’s leaner physique: both engine and chassis received a thorough going over to find places where weight could be reduced.

The bike’s unflappable composure under braking better enables riders to focus on precise turn-in. The new Ninja ZX-6R features the first production-use of Showa’s BPF (Big Piston Front fork). The greater control over the initial part of the fork stroke, combined with Kawasaki's already potent triple petal disc brake package and highly effective slipper clutch, result in superb chassis stability when reducing speed on corner entry.


Engine development focused as much on controllability as performance gain. Throttle response is silky smooth, delivering precise control at all rpm. While the high-rpm performance of the previous model is maintained, powerful mid-range torque means stronger, grin-inducing drive out of corners. The very direct feel of the throttle facilitates minute mid-corner adjustments and combined with the increased mid-range performance, makes it easier for riders to maintain their rhythm when stringing corners together.

The precise control offered by engine and chassis is complemented by an intuitively natural rider interface and a high level of feedback that communicates to the rider what the bike is doing. The result is a package where riders feel instantly at ease.

Highly confidence inspiring, the precise engine and chassis control offered by the new Ninja ZX-6R enables riders to maximize the excitement that comes from actively controlling a high-performance track-focused machine.

Chassis
One of the goals for the 2009 Ninja ZX-6R was to give the new bike lighter handling. The superb combination of mid-corner stability and ability to change lines on command was maintained from the ZX600P, but frame rigidity was revised and mass further centralized to make the new Ninja ZX-6R even easier to tip into corners. Further, the naturally aggressive ergonomics package was fine-tuned to offer riders an even better “fit” and to enhance the high level feedback that communicates to the rider what the bike is doing.

Revised chassis balance and mass centralization

• While structure of the main frame is basically the same as that of the ZX600P, revised rigidity around the swingarm pivot and the rear engine mounts optimizes front-rear rigidity balance.
• The engine is mounted with a steeper cylinder bank angle. Rotated around the output shaft, the engine’s CofG is 16 mm higher and the head pipe is situated 10 mm higher. The result is improved turning performance and easier turn-in.
• New exhaust layout with a short side muffler lowers weight previously located under the seat, contributing to a much lighter feel when turning. Use of an exhaust pre-chamber further contributes to mass centralization.

Lightweight chassis

• The 2-piece sub-frame is an aluminium die-casting consisting of a front and rear section. This layout enables a very precise and very lightweight construction. The new sub-frame is also very narrow, allowing the rear of the bike to be very compact and slim.
• Resonator box and stays for the instrument panel and mirrors are unitized with the Ram Air duct, contributing to weight savings and increased rigidity.
• Frame brackets revised to reduce overall number of parts, which also contributes weight savings.
• New throttle case material contribute a weight savings of approximately 30g.
• While the rear flap stay has the same shape as the ZX1000E, using a new resin material saves approximately 150g.

Ergonomics and chassis feedback

• Kawasaki’s Ninja supersport seat-pegs-bar relationship was adjusted slightly, with the handlebars moved closer to the rider and turned in slightly. The new position contributes to the bike’s naturally intuitive riding position.
• Fuel tank cover from the ZX1000E is more flared around its top, making it easier for the rider to rest the inside of his arm on the tank when leaning into a turn. The larger contact patch contributes to the increased feedback to the rider.
• Slim, waisted fuel tank makes it easy for the rider to grip the tank with his knees or to hang off in turns.
• Front to back, the new seat is shorter, allowing the rider to rest his tailbone on the rear seat step. This improved “fit” also contributes to the excellent feedback the rider gets from the chassis.
• Steeper caster angle (25˚ >> 24˚) enhances communication from the front tyre.
• Changes to the frame, while not easily visible, also contribute to enhanced feedback. Revisions to the front engine mounts and head pipe offer a more direct feel from the front. Adjustments to the rigidity of the swingarm and around the swingarm pivot give a clear feeling of rear wheel traction.
• Relocating the rear brake master cylinder reservoir tank forward of the swingarm mount frees up space around the footpeg. The change also enables a reduction of parts and the shorter hose contributes to weight savings.

Lower seat height

• The narrow width of the new rear sub-frame helps make it easier to reach the ground.
• The front of seat is narrower, contributing to the narrow riding position and offering a shorter reach to the pavement.
• Seat height is approximately 5 mm lower than that of the ZX600P.

Race-quality steering damper

• An adjustable Öhlins steering damper with relief valve and twin-tube design is fitted as standard equipment. The second tube, which acts like a reservoir tank, and the damper internals, ensure stable damping performance even under racing conditions. (Even if the damping fluid in the cylinder gets hot it will not froth.) The damper unit has an integral clamp so that piston motion is not hindered.

Lighter weight
In addition to the more flickable handling, our engineers wanted to make the new bike as light as possible. All engine and chassis parts were re-evaluated to reduce weight. The new Ninja ZX-6R has a curb mass approximately 10 kg lighter than its predecessor.

Engine
One of the greatest sources of excitement when riding a supersport comes from the reaction the rider gets when twisting the throttle. Engine development focused on delivering precise throttle control and increasing performance, particularly in the mid-range. Changes for improved driveability yielded very linear throttle response that gives the rider the feeling of being connected directly to the rear wheel. Stronger mid-range torque means the rider can enjoy greater drive out of corners as well as silky smooth high-rpm performance.

Precise throttle control

• Cylindrical guides added to the top of the air cleaner box ensure more accurately sprayed fuel mist from the secondary injectors. With fuel more precisely directed into the intake funnels, combustion efficiency is improved.
• Longer throttle bodies increase the distance between main and sub-throttles by 10 mm. The smoother transition between the oval sub-throttles and round main throttles yields smoother airflow to the engine, resulting in better driveability.
• Revised cylinder porting delivers improved filling efficiency, for improved performance across the rev range.
• New ignition stick coils have 12% greater secondary coil current. The improved combustion efficiency results in improved performance and driveability.

Increased mid-range performance

• New double bore intake funnels (“velocity stacks”) feature inlets at two different heights, allowing performance increases in both the mid- and high-rpm ranges.
• Optimized cam nitriding (NV) and tappets with increased durability enabled the use of high-load cam profiles which improve overall performance.
• Pistons with new profiles and improved crown finishing contribute to the gain in performance.
• Molybdenum coating on piston skirts reduces friction and facilitates engine break-in.
• Piston rings with less tension reduce mechanical loss.
• Revised cam chain guides stabilize chain motion, further contributing to reduced mechanical loss.
• Revised exhaust collector layout contributes to improved low and mid-range performance while maintaining high-rpm performance.

Lightweight engine

• Camshafts are now made of SCM for a weight savings of approximately 400 g.
• Lightweight magnesium engine covers are fit standard so that riders looking to maximize circuit performance do not need to change them. The magnesium covers save approximately 610 g.
• For racing applications, noise-reducing pads inside the engine covers can be removed for an additional reduction of approximately 340 g (for a total savings of 950 g compared to the aluminium covers).
• Revised top injector mounting plate saves approximately 80 g.
• Reducing O2 sensors from two to one contributes to weight savings. (Non-U.S. models only; U.S. are not fit with an O2 sensor.)
• While maintaining rigidity, narrower transmission gears and revised gear dog shape contribute a 170 g weight savings.
• Oil pump and starter gears have less meat, contributing a weight reduction of approximately 70 g.
• Monitoring inlet pressure pulses enables the cam angle sensor to be eliminated, further contributing to engine weight reduction.
• Coolant reservoir relocated and redesigned. The new shape and shorter tube save approximately 150 g.
• Revised and relocated heat pads contribute approximately 170 g to weight savings.

Slipper clutch

• Adjustable back-torque limiting clutch helps reduce rear-wheel hop that may occur when downshifting at high rpm.

Suspension/Brakes
The new Ninja ZX-6R takes corner entry performance to the next level.

Featuring the first production-use of Showa’s BPF (Big Piston Front fork), Kawasaki’s acclaimed triple petal disc brake package with radial calipers and radial-pump master cylinder, and a highly effective slipper clutch, the Ninja ZX-6R motorcycle offers supersport riders the calm composure and precise control and feel to enter corners harder.

• The new BPF is one of the great contributing factors to the new Ninja ZX-6R’s great composure under braking. Compared to a cartridge-type fork of the same size, the BPF features a main piston almost twice the size (φ37 mm vs φ20 mm on ZX600P); oil inside the BPF acts on a surface area almost four times the size. The larger surface area allows the damping pressure to be reduced while ensuring the damping force remains the same. Reducing the damping pressure allows the slide pipe to move more smoothly, which is especially noticeable at the initial part of the stroke. The result is greater control as the fork begins to compress and very calm attitude change as vehicle weight shifts forward when reducing speed, and thus greater chassis stability on corner entry.
• Because the BPF eliminates many of the internal components used in a cartridge-type fork, construction is simplified resulting in lighter overall fork weight.
• Compression and rebound damping adjustment are located at the top of each fork tube. Preload adjustment is at the bottom.

Brakes

• Large-diameter semi-floating 300 mm stainless-steel front petal deliver formidable stopping power. 6 mm thick, the discs are able to withstand the rigors of circuit riding.
• Powerful radial-mount calipers give a very direct feel at the lever.
• Radial-pump master cylinder ensures excellent touch and offers superb control.
• A 220 mm petal disc slows the rear.
• Revised rear brake pedal is now mounted coaxially with the footpeg for increased braking efficiency mid-stroke and a greater brake pedal stroke feeling.

Additional features
Engine

• Exhaust pre-chamber under the engine makes efficient use of space, reducing exhaust noise and helping to minimize silencer volume.
• Catalysers in the collector ensure emissions regulations are met.
• Revised secondary air passages through the cylinder head contribute to more efficient cleaning of exhaust emissions.
• Cassette transmission makes it easy to change gear ratios to quickly, reducing necessary set-up time.

Chassis

• New cowling offers the rider better wind protection and was designed to better withstand side winds.
• Position lamps are now integral with the projector beam headlamps. Like the ZX1000E, the new Ninja ZX-6R features dual position lamps.
• New one-piece fender (previously a three-piece construction) offers improved aerodynamics and contributes to parts reduction.
• An inner fender added above the swingarm helps keep the undertail clean.
• Intake ducts at the front of the lower fairings direct cool air into the engine compartment, contributing to more effective heat dissipation from the engine and radiator.
• A cover integral with the exhaust pre-chamber gives it the appearance of being unitized with the lower fairing.
• Left side of the swingarm now features a design like that of the ZX1000E. In addition to the left inner and outer plates, other parts common with the ZX1000E include the right inner plate, rear stand bosses, brake caliper stopper and chain guard and pivot shaft.
• Revised front brake hose routing with a three-way joint at the lower triple-clamp facilitates bleeding air from the brake lines.
• Even professions racers occasionally lose track of what gear they’re in. The large numerical gear position sensor gives instant information to the rider — especially useful should a mis-shift occur.
• Similar in design to that of the ZX1000E, the new instrument panel gives at-a-glance information to the rider.

Other

• Padding added inside the Ram Air duct contributes to reduced intake noise.

Specifications

ENGINE
Engine type	Liquid-cooled, 4-stroke In-Line Four
Displacement	599 cm³
Bore x stroke	67.0 x 42.5 mm
Compression ratio	13.3:1
Valve/Induction system	DOHC, 16 valves
Fuel system	Fuel injection: ø38 mm x 4 (Keihin) with oval sub-throttles, dual injection
Ignition	Digital
Starting	Electric
Lubrication	Forced lubrication, wet sump

DRIVETRAIN
Transmission	6-speed, return, cassette
Final Drive	Sealed chain
Primary reduction ratio	1.900 (76/40)
Gear ratios: 1st	2.714 (38/14)
Gear ratios: 2nd	2.200 (33/15)
Gear ratios: 3rd	1.850 (37/20)
Gear ratios: 4th	1.600 (32/20)
Gear ratios: 5th	1.421 (27/19)
Gear ratios: 6th	1.300 (26/20)
Final reduction ratio	2.688 (43/16)
Clutch	Wet multi-disc, manual

FRAME
Frame type	Perimeter, pressed-aluminium
Wheel travel, front	120 mm
Wheel travel, rear	134 mm
Tyre, front	120/70ZR17M/C (58W)
Tyre, rear	180/55ZR17M/C (73W)
Rake/Trail	24˚ / 103 mm
Steering angle, left / right	27˚ / 27˚

SUSPENSION
Suspension, front	41 mm inverted fork with top-out springs Compression damping: Stepless Rebound damping: Stepless Spring preload: Fully adjustable (0-15 mm)
Suspension, rear	Bottom-Link Uni-Trak with gas-charged shock, top-out spring and pillow ball upper mount Compression damping: Stepless, dual-range (high/low-speed) Rebound damping: 25-way Spring preload:Fully adjustable (5.5-15.5 mm)

BRAKES
Brakes, front	Dual semi-floating 300 mm (x t6 mm) petal discs Dual radial-mount, opposed 4-piston (aluminium), 4-pad, Nissin
Brakes, rear	Single 220 mm (x t5 mm) petal disc Single-bore pin-slide, aluminium piston, Tokico

DIMENSIONS
Dimensions (L x W x H)	2,090 mm x 705 mm x 1,115 mm
Wheelbase	1,400 mm
Ground Clearance	120 mm
Seat height	815 mm
Curb Mass	191 kg
Fuel capacity	17 litres

PERFORMANCE
Maximum power	94.1 kW {128 PS} / 14,000 rpm
Maximum power with RAM Air	98.5 kW {134 PS} / 14,000 rpm
Maximum torque	66.7 N.m {6.8 kgf.m} / 11,800 rpm

Colors

Three colors are possible:

	Lime Green
	Metallic Diablo Black / Flat Super Black
	Candy Surf Blue / Flat Super Black