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

New Jaguar XF Konsep Sporty Luxury

Jaguar XF merupakan Jaguar terbaik yang pernah dibuat. XF memiliki segalanya yang dibutuhkan - desain eksterior yang sensasional dan interior yang dramatis dikombinasikan dengan keseimbangan kenyamanan berkendara yang sangat memanjakan dan menyenangkan. XF merupakan perwujudan nyata dari filosofi Jaguar untuk menciptakan Beautiful, Fast cars.

Jaguar XF tampil sporty dengan perpaduan keindahan, keleluasaan dan kenyamanan sebuah sedan mewah. Fitur-fitur canggih antara lain Keyless Entry, Transmisi otomatis 6 kecepatan dengan "Jaguar Drive Selector" dan New Jaguar Sequential Shift, layar sentuh warna 7 inch untuk mengontrol sistem entertainment, Jaguar Sense kontrol sentuh sensitif untuk interior light dan glove box release, interior mewah dengan twin-needle stitching dan handcraftd wood veneer, tambahan Blind Spot Monitor serta Bowers & Wilkins 440 W Soundsystem pun menjadi daya tarik tersendiri.

Berbicara dapur pacu, terdapat 2 varian New Jaguar XF yang hadir di Indonesia yakni XF 3.0L V6 (berkekuatan 238 hp) yang dilabeli harga Rp. 1,29 milyar dan XF 4.2L V8 Supercharged (416 hp) new refined engines yang berharga Rp. 2,1 milyar.

BMW Rilis Superbike S1000R

World Superbike (WSBK) pada 2009 akan bertambah ramai dengan kehadiran tim pabrikan BMW. Perusahaan otomotif Jerman ini telah memastikan partisipasi mereka di ajang WSBK dengan meluncurkan model Superbike S1000R di Jerman, baru-baru ini.

Sesuai dengan regulasi WSBK yang mengharuskan setiap pabrik memproduksi motor dengan jumlah minimal 1.000 unit. Rencananya produksi S1000R dilakukan pada awal tahun 2009 di Jerman.

S1000R merupakan bagian dari ambisi kami untuk menaikkan citra BMW sebagai pembuat motor sport andal di dunia. BMW berambisi meningkatkan penjualan di seluruh dunia pada 2012 menjadi 150.000 unit per tahun.

BMW mengandalkan S1000R untuk bersaing dengan produk sejenis buatan pabrik Jepang. Saat ini empat perusahaan otomotif Jepang yaitu Honda, Yamaha, Suzuki, dan Kawasaki menguasai pasar superbike dunia berkapasitas 1.000 cc pada kisaran 85%.

Hendrick mengakui untuk menerobos pasar superbike memang bukan pekerjaan mudah karena Jepang sudah 20 tahun memproduksi model sejenis. Meski begitu, BMW akan berusaha membangun persaingan melalui lomba WSBK. Di ajang WSBK 2009, BMW mengincar target 10 besar yang meningkat menjadi juara pada WSBK 2010.

Spesifikasi detail BMW S1000R masih dirahasiakan. Pada acara peluncuran yang berlangsung di Munich itu, Hendrick hanya mengungkapkan bahwa motor baru ini digerakkan dengan mesin empat silinder sejajar dengan kapasitas mesin 1.000 cc.

S1000R dilengkapi berbagai fitur canggih, seperti kepala silinder tahan panas tinggi dan peranti kontrol traksi.

Porsche Panamera sedan nears completion

Porsche released the first official teaser for its upcoming Panamera sedan just four days ago to coincide with the start of the company’s official marketing campaign for the car, due to go on sale in the first half of next year. Despite the launch date quickly approaching, engineers are still finetuning the car as revealed by this latest series of spy shots of an almost undisguised prototype testing at Germany’s Nurburgring.

Whether you love it or loathe it, the Panamera will likely change the performance sedan market forever. Buoyed by the success of the Cayenne SUV, Porsche’s managers have seen fit to put their famous badge on a car almost as big as a Mercedes S-Class.

Early reports indicate the Panamera will stretch almost five meters in length and more than two meters across, while tipping the scales at around 1,800kg. Owners of the top-of-the-line 4.8L V8 Turbo model will be looking at a kerb weight of almost two tons.

Porsche will launch the Panamera with three engine choices – a 3.6L V6 with 300hp (224kW), a naturally-aspirated 4.8L V8 with 405hp (302kW), and a 4.8L Turbo model with approximately 520hp (388kW). Even with the base model owners will be able to hit 250km/h, however the Turbo will be capable of nudging the 300km/h mark. The Panamera will also be used to showcase Porsche’s commitment to eco-technology, with the introduction of a hybrid model using the 3.6L V6 mated to a 110hp (82kW) electric motor.

Base prices should start at €80,000 for the V6 RWD model and go up to €125,000 for the Turbo AWD variant (U.S. prices will most likely be lower). Porsche will expand its workforce by almost 1,000 to cater for Panamera production and the company hopes to sell 30,000 units a year.

Sales will begin in early 2009 but only the V8 models will be available at first. The V6 version isn’t expected to arrive until 2010, while the hybrid is slated for a 2011 release

Premier 4509 Lamborghini Murcielago

Premier4509 announced that it will be developing a new line of products that have been created for performance luxury cars. The Premier4509 line launches with the performance based aero enhancement package for the Lamborghini Murcielago.

The kit is limited to 300 sets worldwide and will feature a numbered serial plate. The complete package includes a full front bumper with the boxed bumper support system, side pods and a rear bumper with optional adjustable rear spoiler. The total price is an MSRP at $28,000.00.

The team responsible for the Premier4509 line has been developing performance products for nearly twenty years, holds two world racing records and owns more than twenty design awards.

The pieces will be manufactured with a combination of composites made of Carbon Fiber and Fiber Reinforced Plastic (FRP) and will be hand crafted by a handpicked team of experienced technicians in Japan.

The Murcielago is a difficult car to design with, said Hironoa Yokomaku, president of Premier4509. The boxed bumper support system makes it tricky to elaborate on designs. This is why many other companies will only offer a front bumper skin or a lip spoiler. Our product quality is good enough to do it the right way and offer the full set up.

The Premier4509 collection will expand this year to include more products for Lamborghini, Bentley, Aston Martin, Maserati and more. The Premier4509 line will include limited edition wheels, soft goods and executive class accessories.

Premier4509 is based in Tskuba, Japan with offices in Paramount, California. Premier4509 is a brand developed and created by VeilSide, a Japanese automotive performance company that and specializes in automotive fashions that include aero design, engine parts and luxury wheels. The company owns two world records for racing as well as several design awards from the Tokyo Auto Salon.

2008 Kawasaki Concours 14

The New Connie: Great Expectations Exceeded

If you've been riding for more than a few years you know that the Kawasaki Concours has been around for what seems like an eternity.

Neither a cover model nor an athlete, the Connie was the studious one. With standard-setting ergos, a large windshield, plenty of practical storage space and a liter-size engine with plenty of performance, this bike quickly became a favorite, achieving cult status over its 21-year life span.

For Kawasaki, the year 2008 could be dubbed the "Year of Change." First, the King of Dualies, the KLR650, received some revisions earlier this year for the first time in about an eon. But even greater anticipation awaits the all-new Concours 14. The ZX-14-based hyper-tourer was unveiled in late 2006 as a '08 model that would be available mid-2007. For Connie loyalists, this bike was the stuff dreams are made of. One thing is for sure: The Concours as we knew it is no more.

In press materials Kawasaki is perfectly clear that they see the Concours 14 as a "top-of-the-line sportbike with touring capabilities." That's a bold statement to make in this day. And they've even gone so far as to rename the category from sport touring to "supersport touring" on their consumer website. Yamaha did the same thing back in '03 for the FJR1300.

The new Connie is, at the heart, a ZX-14. In a brief generalization, the Concours takes from the Ninja ram air, inverted forks, wave brake rotors, radial-mount calipers and master cylinder, aluminum monocoque frame and modified-for-a shaft-drive ZX-14 10-spoke wheels. But some obvious differences exist to make it the bike that it is.

Starting with the Ninja-derived 1,352cc liquid-cooled, DOHC, 16-valve inline-Four powerhouse, we note an additional oil-pressure-controlled cam-chain tensioner that is said to keep tension optimal while reducing engine noise. But most impressive of all is variable valve timing, something Kawi claims as a first in the class. The intake cam is hydraulically advanced or retarded over a 23.8-degree range based on engine RPM and throttle position, with the goal being "high torque output" across the powerband. (It’s a clever system that uses few moving parts and only low-pressure oil to govern the cam orientation. -Ed)

Fueling on the Connie is handled by 40mm throttle bodies (the ZX-14 has 44mm units) and new 12-hole injectors. The increased intake velocity and improved atomization is said to offer crisper low- and mid-range throttle response with better control.

Claiming another first-in-class, Kawasaki is proud to present a slipper clutch to the sport-touring market. In case you haven't read about these back-torque limiting wonders, the intended goal is to prevent the rear wheel from "driving" the engine when gear selection and engine speed aren't precisely matched to the bike's road speed. Heretofore, this type of clutch has only been found on high-performance sportbikes.

Transmission ratios were altered to suite the torque-biased motor. First through third are lower, fourth is the same as the ZX-14 while fifth is a touch higher and sixth gear has become a true overdrive.

The exhaust system changes from the one found on the biggest of the Ninjas. Instead of a twin-can unit, the Concours utilizes a 4-2-1 system sans exhaust valve. But it does have two catalytic converters; one can be found mid-pipe whilst the second is directly in the bazooka-size single can. It's worth noting the U.S. spec'd bikes will not have O2 sensors.

The next major functional change to take place was in the monocoque aluminum frame. As a direct result of the switch to shaft drive, the bulky hunchback-looking frame needed some redesign. The area around the countershaft was reinforced and altered to allow the shaft-drive system to fit, among several other structural modifications. Two pieces of the lower frame that are made of plastic on the ZX-14 have now been replaced with identical die-cast aluminum bits, and the very top portion of the frame that hunkers over the airbox has increased wall thickness. That’s a whole lot of adding, moving and shaking just to bring in a shaft drive.

"Perhaps the boldest claim from Team Green is that this system will emulate a chain-smooth ride."

All this talk of shaft drive has got me itching to get to one of my favorite aspects of this land-rocket-cum-sport tourer. Calling it the Tetra-Lever Shaft Drive System, Kawi engineers have created a 4-link swingarm that they claim reduces all the bad things about a shafty, such as the seemingly ubiquitous shaft-jacking that occurs during large throttle inputs or during quick closing of the throttle.

Perhaps the boldest claim from Team Green is that this system will emulate a chain-smooth ride. Who the heck do they think they are? Normally I would wait to give my impression of things like drive-line lash in the, well, impressions area, but I can't wait. In my not-so-humble opinion, there is no better shaft-drive system available today. There, I said it. Try as I might I could not get the rear end to hop around like a bronco. I really couldn't even detect much lash or delay from throttle input to the rear wheel. The final drive on this motorcycle is exceptionally smooth and sets the bar very high for any company building a bike with a shaft-drive system. Very well done, Kawasaki.

Suspension is a little less trick but is good nonetheless. The 43mm inverted front fork is preload- and rebound-damping adjustable. The rear Uni-Track shock is a bottom-link design with stepless rebound adjustment and a handy hydraulic preload adjusting knob that sticks out unobtrusively behind the rider's left leg. Less is more with this adjustment, as I only needed a quarter turn toward "Hard" from where it was set to make a noticeable improvement in the handling. Please leave all innuendos about "hard" settings in your bedroom and out of my review. Thank you.

Braking on the new Concours 14 is partly the job of standard petal-shaped rotors. The twin floating 310mm set up front are mercilessly pinched by a pair of four-piston, four-pad radial-mount calipers when you apply pressure at the radial master cylinder. The 270mm rear single petal rotor is a full 20mm larger than that of the ZX-14.

As you might have guessed, ABS is an option. The non-linked independent system is purported to offer a "natural" feel to the braking experience. Unfortunately, the Connie's ABS is not switchable like on some BMW models.

As you might have guessed, ABS is an option. The non-linked independent system is purported to offer a "natural" feel to the braking experience.

Because it does have touring tendencies, this bike is dimensionally a bit more relaxed than a true sportbike. Steering angle is increased over the ZX from 23 degrees to 26.1 degrees (nearly identical to the Yamaha FJR1300.). The front axle moved forward 30mm while the rear axle moved back 30mm as a result of a longer swingarm for a sum total increase of 60mm for a wheelbase of 59.8-inches (an inch shorter than the FJR’s. -Ed)

All told, Kawi says all the revisions to the chassis result in 20% more torsional rigidity, a narrow and compact riding position and improved stability and handling.

The ergos haven't been left out of the redesign, and most certainly favor a comfy environment for the rider. The handlebars are not only 5.9 inches taller, they've also moved 3.8 inches closer to the rider. The footpegs are placed further forward and are 1.2 inches lower. The 32.1-inch saddle is actually 0.6 inch taller than the Ninja.

So now that we've discussed all the things that make the Concours go, let's cover some things that make it want to tour. Let's kick it off with what is a must these days: an electrically adjustable windshield. A larger and higher windshield is optional. A standard rear rack is ready for an accessory rear trunk that will probably match just peachy with the standard quick-release and reasonably roomy hard saddlebags. If you're tired of mashing your insurance card and bike title in your wallet, you'll be relieved to know that on the fuel tank is a smartly-integrated, slick-looking storage compartment. And I'd be remiss if I didn't mention the power socket located on the right side of the cockpit.

A blending of traditional analog speedo and tach works well with an LCD info display. The multi-function meter provides a host of data for you while on the fly. All the usuals like fuel, odometer, dual tripmeters and a clock are present. Also on the menu is fuel range, fuel consumption (current and average), battery voltage and a gear-position indicator. But in what we can only assume is note-taking from a certain other sport touring manufacturer (okay, it's BMW), the Concours is also able to display tire pressure. I wasn't able to speak for accuracy, but I can say over the course of two days it read consistent. Through a sensor in each wheel pressure is transmitted to the KIPASS (more on that later) ECU and displayed on the LCD, and it will warn you if it's too low, but only after reaching 12.5 mph or higher.

So, about that crazy acronym above, KIPASS. It stands for Kawasaki Intelligent Proximity Activation Start System.

I can hear the Scooby-style grunt of confusion now, so I'll attempt an explanation in less than 900 words (but it's best to see it demonstrated in the accompanying video).

Claiming another first-in-class (even if a similar system is optional on most 2007-2008 H-Ds.), Kawasaki has graced the Concours 14 with a nifty anti-theft ignition disablement system. With a key that looks like it was designed by infants for ease of handling, the ignition can only be switched to On, Off, FSS (Fuel-Seat-Storage) and Steering lock when the matching key fob is no more than 5.25 feet from the bike. Without the money-clip-sized matching fob very near by, you simply cannot turn the ignition switch. Part of the beauty of this system is that you can leave the key in the ignition (though it looks a little big on top, the key is crafted from a traditional blank).

If your memory is working normally and you have the fob, the next step is to push the key straight down to get the system to recognize that you want to take some action. Once you hear a little click and see an icon on the LCD, you can turn the key to any of the positions listed above. Should you absent-mindedly leave the fob somewhere (say, the top of the gas pump) you may well get down the road, but not without an electronic scolding. After you reach 12.5 miles per hour, the KIPASS ECU (separate from the bike's main ECU) will recognize that the blessed fob is missing. At that point instead of seeing the normal tire pressure or mpg display on the LCD what you'll see is a red warning light and a flashing "NO TRANSPONDER." The bike will operate normally without the fob until you pull another bonehead move, like turning the bike off. Should you foolishly shut the bike down under these circumstances you'll have precisely 10 seconds to restart; otherwise, you're dead in the water. And so is any unsuspecting turd who tries to steal your bike without the fob aboard. Simply punching the ignition with a hammer and screwdriver won't cut it with this tech-laden bike.

Climbing aboard the beast, I couldn't help but think that someone at Kawi was really thinking about rider ergos.

The trick is to keep the fob on the SOB (I had to slip that joke in there somewhere) and all is well. Each bike comes with two transponders that have a unique ID registered to the KIPASS ECU. Should you want a few more, you're allowed up to six separate fobs. Lastly, tucked secretly in the bottom of each fob is a plain ol' spare key.

Kawasaki chose the areas surrounding Santa Rosa and points further west as the proving grounds for us to see if the Concours 14 was really the sport-touring machine it claims it is. With enough tight first-gear turns shrouded in shade to make you think you were aboard an Imperial speeder bike, the chosen roads ran the gamut and put virtually every performance aspect to the test.

Climbing aboard the beast, I couldn't help but think that someone at Kawi was really thinking about rider ergos. Like the '08 Z1000, the rider triangle is very upright without sacrificing your ability to manipulate steering. The instrument cluster is easy to scan at a glance, and the windshield did an excellent job of deflecting wind from my 5'8" torso with minimal buffeting. Some taller journos complained that with the screen in the highest position there was just enough buffeting across their helmet to be bothersome. Maybe that larger, optional windscreen would do the trick.

With two counter-balancers, the motor is very smooth and virtually vibe-free, regardless of engine speed. It's a great match to that ultra-smooth shaft drive. Fueling is trouble-free and precise, and there's bottomless power on tap from as low as what I estimated to be 2700 rpm (as evidenced by first gear power wheelies). Power builds swiftly and smoothly all the way to the 10,500-rpm redline.

Keeping all that power accessible is the job of the transparent transmission and clutch. Considering the claimed dry weight of 615-pounds and all the thrust that's propelling that heft, a back-torque limiting clutch makes a lot of sense and is appreciated.

The saddle has dual density foam. Firmer for the rider and slightly softer for the passenger. I wouldn't hesitate to ride from L.A. to San Fran on this bike, something I don't care to do too often these days.

When we weren't blitzing down the freeway in sixth gear overdrive, we were hustling this silver bullet through some pretty tight terrain. The weight of the bike prevents it from being classified as flickable, but transitional movements come with just a small amount of effort at the high bars. Mid-corner stability was never in question under any circumstance as the stout but light chassis was always composed.

Suspension, although not perfect upon receipt, was more than up to the task of handling the oft times decaying, uneven roads that are starting to suffer from the many large trees that have lined the roads in NorCal for nearly a century. A quick twist at the remote rear preload adjuster helped balance the chassis. All in all, the Connie’s springy bits are plenty adequate.

Braking, on the other hand, wasn't quite what I had hoped for. The fact that it is a non-linked ABS system is a bonus, but there's something that needs to be sorted out. The sensation was that the ABS was, perhaps, a bit too eager to activate. The brakes themselves are outstanding, but on a least two occasions I had made a rapid lever input that was rewarded with a numb or wooden feeling that, although only lasting a fraction of a second in reality, was a bit disconcerting at speed. Within the blink of an eye a more natural feel came back and all was well. Were it only those two instances, I would've simply discounted the incident. But feel at the rear pedal wasn't much better. It often had a resistance to the initial application and then it would relent to the point of feeling a tad mushy. I must note that at no time did I ever feel in jeopardy. The brakes work very well and have good feel. It’s just that I would choose the non-ABS model for myself.

The other nominal complaint I came up with was the rather annoying amount of engine heat that made its way out of the cowlings from behind twin fans. As with any bike that produces big power, including the Ninja ZX-14, the new Connie has a tough time shedding engine heat. The C14 is fitted with a rider-adjustable air management system in which removable fairing deflectors are designed to disperse high temperatures. Removing the deflectors allows more heat to reach the rider, so I can’t imagine riding without them in any condition other than the coldest Midwestern nights

With over 400 miles in two days we had plenty of opportunity to refill the 5.8-gallon fuel tank. The 26 mpg I calculated at the pump was a bit disappointing, but maybe that doesn't say as much about the bike's fuel efficiency as it does the ridiculous way I was riding. Others were reporting closer to 30 mpg.

Riding bikes like these are really starting to make my job easy... Or hard if you're a glass half-empty type. They do so much so well in their intended category that searching out flaws can be a great expenditure of time and energy. Is the new Connie without any real competitors as some Kawasaki staff implied? It's a damn fine bike, but I'm not sure I'm ready to discount the FJR1300 just yet.

Riding bikes like these are really starting to make my job easy... Or hard if you're a glass half-empty type.

And BMW’s K1200GT is a formidable competitor, and who knows what Honda will do in the future along the lines of the ST1300. So, what's all this going to cost a prospective purchaser of a 2008 Kawasaki Concours 14? First of all you'll get one color, Neutron Silver, and like it. After that the only decision is to ABS or not to ABS. The former will set you back $13,799 (the same as the FJR1300 with its standard ABS), while the latter is $12,899. A 36-month warranty should allow some peace of mind on your interstate journeys. They're ready and waiting in dealers now.