2009 Honda Freed: 5-8 Seater Minivan Version of Jazz / Fit
Honda will offer three different variants the Freed in
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Senin, 02 November 2009
Minggu, 19 April 2009
2009 Infiniti G37x S Sedan
As a general rule, adding weight to a car is to be avoided if at all possible, as it's a detriment to performance and fuel economy. Adjust your goals, though, and it becomes a reasonable tradeoff. Take for example the 2009 Infiniti G37x S, an all wheel-drive version of Infiniti's star entry-luxury car.
If you skip straight ahead to the numbers, you'll find the G37x S is heavier and slower and doesn't handle quite as well as the G37 S sedan, but the numbers don't tell the whole story. Infiniti clearly designed its G37x cars to outperform their rear-drive G37 counterparts in less-than-ideal weather conditions, such as those in cold weather states during the winter.
While the all-wheel-drive G37x S would likely fair considerably better on snow-covered roads than the standard G37 S, on hot, dry asphalt, it falls slightly behind. The only major difference between the 2009 G37 S sedan we tested late last year and the G37x S sedan we just tested is the inclusion of Infiniti's "Advanced Total Traction Engineering System for All Electronic Torque Split" all-wheel-drive system lifted from Infiniti's crossovers, along with the seven-speed automatic transmission. Both cars featured the same 328-hp, 3.7L V-6 producing 269 lb-ft of torque and both were equipped with the optional Sport package.
The ATTESA-TS all-wheel-drive unit adds just over 150 lb of curb weight over the rear-drive model, tipping the scales at 3859 lb. The added weight and drivetrain loss make themselves apparent at the track. The G37x S was nearly half a second slower to 60 mph and through the quarter mile than the G37 S, hitting 60 in 5.4 sec and tripping the lights at 13.9 sec at 100.5 mph. Braking was similarly affected, with the G37x S stopping 10 ft farther than the G37 S, needing 120 ft to come to a halt from 60 mph. This can also be explained by the G37x S' smaller brakes, as it doesn't get the same upgrade that the G37 S does with its Sport package.
It was the same story around our skidpad, where the G37x S clawed out 0.85 g around the circle despite its all-wheel-drive traction. The G37 S, meanwhile, pulled off 0.90 g. Around the figure eight, the G37x S drove to a respectable 26.8-sec lap time at 0.66 g. This discrepancy, though, can easily be attributed to the G37x S' use of Dunlop Sport Maxx all-season tires while the G37 S wears Bridgestone Potenza summer tires. Test driver Scott Mortara also noted that the all wheel-drive car is more eager to hang the rear end out in turns than the rear-drive car, making it more difficult to put down big skidpad numbers. The choice of all-season tires further illustrates the different purpose of the G37x. This car is meant to be both a high-performance luxury sedan and a capable winter vehicle, evidenced by the "Snow" toggle switch in the center console. This is a car designed to make you grin when you flog it in the summer and put you at ease when brave the snow in the winter. If you do live where all-wheel-drive is a welcome ally in the winter, you probably won't have too much trouble justifying the extra cost. Despite the extra weight and driveline components, the G37x S suffers only a minor fuel economy penalty, turning out an EPA estimated 18 mpg city and 25 mpg highway. That's the exact same city mileage the rear-drive model returns and just one mpg down on the highway. Around the sunny streets of Los Angeles, we averaged just south of 20 mpg. With an MSRP that's just $2500 over the rear-drive model, the G37x isn't hard to justify if all-wheel drive is on your must-have list. Our particular tester rolled into the Motor Trend garage wearing Moonlight White paint and a $42,985 pricetag. The optional Premium, Sport, and Navigation packages were added to the $35,750 MSRP, along with a rear spoiler and illuminated kick plates in the front door sills. That got us a Bose premium audio system, power-adjustable sports seats, a power tilting and telescoping steering wheel, Bluetooth, one-touch windows all around, paddle shifters, 18-inch wheels and Infiniti's hard-drive navigation system.
Out on the streets, the G37x S rides a bit stiff on the broken pavement of Los Angeles, but it's never jarring. At low rpm, the V-6 engine is hardly noticeable, but give it the spurs and it emits an angry growl above 2500 rpm that's a bit louder than you'd expect. In a straight line, using the big, column-mounted paddle shifters is a little disappointing as there's a short pause before your command translates to a gear change. In the hills and canyons, though, the easy-to-reach paddles click off gear changes nicely and the G37x S handles nicely with almost no intrusion from the traction or stability control systems unless you really push it. Despite not getting the quicker steering ratio then the G37 S gets, the G37x S still feels plenty sporty, though it would be nice if the turning radius hadn't increased by nearly a foot.
Inside the car, Infiniti has updated the 2009 model with a new type of aluminum trim that appears much more lightly brushed than traditional brushed-aluminum surfaces, giving it a softer, aged feel that's more subtle than other metal trim pieces. The controls are well laid-out and the steering wheel is meaty and nicely shaped. If we had one complaint, it would be Infiniti's navigation system. While the system itself works fine, screen real estate is sacrificed to make space for big buttons and a large control wheel. This control wheel is awkward to use due to its location and its extra buttons are essentially superfluous since they're paired with a touch screen. Simplifying the controls for the combination audio and navigation system would go a long way toward making it more user-friendly. Also, while the iPod connections in the center armrest are nice as well, the inclusion of a Compact Flash slot instead of a more-popular USB slot or Auxiliary jack seems odd.
While the G37x S might not be quite the hot rod its rear wheel-drive sister is, it's a more capable car for those who don't drive on snow-free asphalt year-'round. It's still quicker than a V-6 Audi A4 quattro and returns slightly better city fuel economy, all while starting at several thousand dollars less than the German. What's not to like?
| 2009 INFINITI G37X S SEDAN | |
| Base price | $,35,750 |
| Price as tested | $42,985 |
| Vehicle layout | Front engine, AWD, 5-pass, 4-door Luxury Sedan |
| Engine | 3.7L/328-hp/269-lb-ft DOHC 24-valve V-6 |
| Transmission | 7-speed automatic |
| Curb weight | 3869 lb |
| Wheelbase | 112.2 in |
| Length x width x height | 187.0 x 69.8 x 57.8 in |
| 0-60 mph | 5.4 sec |
| Quarter mile | 13.9 sec @ 100.5 mph |
| Braking, 60-0 mph | 120 ft |
| Lateral acceleration | 0.85 g (avg) |
| MT figure eight | 26.8 sec @ 0.66 g (avg) |
| EPA city/hwy fuel econ | 18/25 mpg |
| On Sale in the U.S. | Currently |
2009 Audi A6 3.0T quattro Sedan
Try splitting a market segment. That is, encapsulate the positives of both ends with none of the negatives. The Audi A6 does it deftly, bridging the space between the midsize A4 and full-size A8. Naturally, it shares engines with both, a 3.2L V-6 and a 4.2L V-8. But for 2009, it receives something in between: Audi's new supercharged 3.0L V-6.
Underhood the 2009 Audi A6 3.0T, the supercharger provides 11.6psi maximum boost to produce 300 hp and 310 lb-ft of torque. Max torque is available from 2500 rpm to 5100 rpm, where max horsepower starts and stays until the 6800 rpm redline. The result is eyebrow-raising acceleration as you pull the six-speed automatic's paddle shifters and watch as the digital speedometer slot-machines into triple digits. And that seat-of-the-pants sensation translates to the hard data: Acceleration to 60 mph takes 5.4 sec, just a tenth off the pace of the outgoing Nissan 350Z Track. Sure, the Z reaches the quarter-mile mark a little over a tenth faster, but this A6 is an inconspicuous, all-wheel-drive, 4139-lb sedan.
Audi is keen on that unassuming nature. The Roots-type blower sits concealed between the cylinder banks of the V-6. Hood popped, there's no indication of a power adder - save for the "TFSI" misnomer. There's no belt whine at speed, either. The engine fires in silenced, but powerful blasts. It's quiet and deceivingly quick -- a good combination for, say, a spy.
But this same sensation led to a minor disappointment when an iPod cable fell from the glovebox instead of trick spy gadgetry. While not effective at discouraging pursuers, the cable does integrate playlists and functions nicely with Audi's MultiMedia Interface infotainment system. Images displayed on screen flip around and minimize in a stylish fashion, and the system handles navigation and HVAC controls well. Version 2.0, set to arrive in the A6 later this year, promises faster processing and higher resolution.
Unfortunately, the A6 tester we had lacked Audi's drive select, a system available in the A4 that adjusts throttle response, transmission shift points, shock damping, and steering ratio. While the A6 exhibits respectable handling, matching the Volkswagen GTI around our figure eight (27.1 sec at an average of 0.65 g), at the limit, the chassis pushes the front tires hard. Audi divides the quattro bias 40/60 front to rear, but the venerable all-wheel-drive system can't hide the fact that 57% of the A6's total weight resides frontward. A sleepy gas pedal and an overboosted, numb steering feel only exacerbate a driving experience that can be less-than-engaging at times -- especially when the car is hustled hard.Optioned with the topline, $5100 Prestige package, our A6 tester came with navigation, Bose sound, 18-in. wheels, bi-Xenon headlights, and a backup camera, among other goodies. Priced at $56,025, the A6 was just $1800 over the base price of a 535i xDrive and $1950 over a base E350 4MATIC. However, the most interesting comparison is with the supercharged 3.0L's older brother, Audi's 4.2L V-8. While 50 hp and 15 lb-ft stronger, the V-8 takes a 2-mpg city and 3-mpg highway hit versus the V-6's 18/26. Performance between the two is close -- Audi claims the V-8-equipped A6 reaches 60 mph in 5.8 sec. Yet, identically optioned, it costs $5750 more. The 3.0T, then, is a relative bargain.
The engine's an excellent addition to a solid platform. It adds V-8-like forward thrust without the increased fuel consumption, and beautifully complements the A6's smart packaging and well-crafted interior. Enthusiasts are still likely to choose the 5 Series for a more engaging (rear) drive, but the Audi's overall smoothness provides ample argument for its case. A perfect split? If not, the 3.0T is arguably the best A6 yet.
| 2009 Audi A6 3.0T quattro Sedan | |
| Base Price | $50,925 |
| Price as tested | $56,025 |
| Vehicle layout | Front-engine, AWD, 5-pass, 4-door, sedan |
| Engine | 3.0L/300-hp/310-lb-ft supercharged DOHC 24-valve V-6 |
| Transmission | 6-speed automatic |
| Curb weight (dist f/r) | 4139 lb (57/43%) |
| Wheelbase | 111.9 in |
| Length x width x height | 193.5 x 79.2 x 57.4 in |
| 0-30 mph | 1.7 sec |
| 0-40 | 2.9 |
| 0-50 | 4.0 |
| 0-60 | 5.4 |
| 0-70 | 7.2 |
| 0-80 | 9.1 |
| 0-90 | 11.3 |
| 1-100 | 13.7 |
| Quarter mile | 13.9 sec @ 100.7 mph |
| 45-65 mph | 2.7 sec |
| Braking, 60-0 mph | 125 ft |
| Lateral acceleration | 0.83 g (avg) |
| MT Figure Eight | 27.1 sec @ 0.65 g (avg) |
| EPA city/hwy fuel econ | 18 / 26 mpg |
| CO2 emissions | 0.93 lb/mile |
2009 Hyundai Elantra Touring
Traveling business or first class is like having a private cabana at a crowded YMCA swimming pool -- it may be crammed and noisy around you yet nothing but space, comfort, and relaxation are filling your world. But c'mon, unless it's on the company dime, sitting up front in the Airbus and eating with real silverware aren't really worth the sky-high premiums. Of course, there's always economy class, which pleases the pocket book but not much else -- namely, the feet, knees, shoulders, elbows, well, you get the picture.
Then there's economy plus -- still easy on the wallet but actually roomy enough to prompt a smile after buckling up. In the field of compact hatchbacks, the 2009 Hyundai Elantra Touring, with its $18,495 base price and 125 cubic feet of interior volume, symbolizes the economy-plus ticket.
Our tester, which was equipped with a $1500 Premium Sport Package (sunroof, heated seats, 17-inch wheels with 215/45 Kumho Solus KH16 rubber), $95 floor mats, a $30 iPod cable, and $325 Bluetooth hands-free system, came in at $20,445, or around $1400 less than a comparably equipped Toyota Matrix S. Compared to the Hyundai, the Matrix offers less front and rear legroom, less rear headroom, and less cargo room whether the back seat is up or down. Granted, the Toyota delivers more oomph, thanks to a larger 2.4L 158-horsepower four-banger in light of the Elantra Touring's 2.0L 138-horse engine. But the Hyundai's fuel-economy advantage (23/31 mpg city/hwy versus 21/28 for the Matrix) arguably offsets the Toyota's performance edge -- 0-60 in 7.3 seconds compared to 8.1 for the Elantra.
Further, the Elantra, wearing the low-pro Kumhos, produced a curt 60-0 braking distance of 122 feet, eight feet shorter than that of the Matrix. Unfortunately, we were unable to conduct our usual battery of handling tests, but we're confident the Hyundai would deliver numbers on par with the Toyota's -- lateral acceleration of 0.81 g and figure eight of 28.4 seconds at 0.58 g. Despite its rather humble powerplant, the 3000-pound Elantra is a lively, fun-to-drive hatch. Power is perfectly adequate. Handling dynamics are generally crisp. And the ride is comforting without being too stiff. The only nits to pick are very light, somewhat numb steering and a loosely gated gearshift.
As we've come to expect from Hyundai, the Elantra Touring comes standard with stability and traction control, six airbags, satellite radio, front-seat active head restraints, and a tire-pressure monitoring system. Moreover, the cabin is attractive, well laid out, and boasts high-quality materials.
Based on Hyundai's European i30, the U.S.-badged Elantra Touring is a cavernous, competitively priced hatchback that not only undercuts the price tags on offerings from Mazda, Pontiac, and Toyota, but also delivers noticeably more interior space. Further, both its straight-line and handling numbers, not to mention its gas mileage, are solid. For around 20 large, a well-equipped Elantra Touring is an economy-plus ride that represents first-class travel.
| 2009 Hyundai Elantra Touring | |
| Base price | $18,495 |
| Price as tested | $20,445 |
| Vehicle layout | Front-engine, FWD, 5-pass, 4-door hatchback |
| Engine | 2.0L/138-hp/137-lb-ft DOHC 16-valve I-4 |
| Transmission | 5-speed manual |
| Curb weight | 3000 lb (mfr) |
| Wheelbase | 106.3 in |
| Length x width x height | 176.2 x 69.5 x 59.8 in |
| 0-60 mph | 8.1 sec |
| Quarter mile | 16.3 sec @ 84.3 mph |
| Braking, 60-0 mph | 122 ft |
| EPA city/hwy fuel econ | 23 / 31 mpg |
| CO2 emissions | 0.75 lb/mile |
Consistent with Hyundai’s pledge to lead all brands in U.S. fuel economy by 2015, Nuvis is powered by Hyundai’s Hybrid Blue Drive architecture, which uses breakthrough lithium polymer battery technology.
EVOLUTION OF THE DESIGN
In developing the initial sketches, Hyundai designers considered the interplay of natural, fluid elements with more rigid surfaces and structures to create the illusion of constant motion. Specifically, designers studied the way water splits across and flows around the hull and sides of a boat, creating a wake, or the way wind shapes a snowdrift or flurries through trees. The living power of these elements is reflected in the Nuvis’ design.
“Our goal was to create a living machine, constantly moving, that the driver and passengers could be part of,” said John Krsteski, Hyundai Design manager. “There are no lines on or in this car that are standing still.”
In addition to invoking the impression of irrepressible motion, the Hyundai design team took more practical matters into account as well. Nuvis is designed to accommodate the diverse interests of a modern, active couple. The Nuvis is meant to be comfortable starting its day at a desert retreat, arriving at the ski slopes in the afternoon and then cruising to a formal dinner that evening.
The design team sought to create a vehicle that would complement its environment, without making a negative impact. The versatility of the vehicle’s design, combined with Hyundai’s Hybrid Blue Drive technology, accomplishes exactly this.
EXTERIOR DESIGN
The Nuvis has an assertive face demonstrated by the strong, hour-glass shape that frames the blue acrylic shield grille and aggressive headlamps, whose two glowing white rings are offset by a pair of red rings on the tail lights.
Perched on top of 22-inch wheels, Nuvis’ proportions are tall, strong and protective. The two body-side lines set up a flowing water effect, giving the appearance of motion.
In addition to the dynamic angles and firm stance, the Nuvis boasts a host of unique exterior elements.
“One of the coolest attributes of Nuvis is that the protective roof appears to float on top of the body through the use of hidden pillars and high-contrast glass,” said Andre Hudson, Hyundai senior designer. “This effect starts at the headlamps and is carried all the way through to the taillights producing a tall, strong body-side and rear.”
Large, gull-wing doors, either opened or closed, create unique front, rear and profile views. Blue ambient lighting cast across the body adds to the overall upscale feel of the vehicle.
An additional design element featured on the Nuvis is a brushed aluminum accent that spans the entire length of the vehicle. Normally, this type of trim is only found around the windows. On the Nuvis, this trim extends out from the headlamps, juts up along the hood and through the beltline, across the top and into the rear spoiler.
INTERIOR DESIGN
In keeping with the exterior design scheme, the Nuvis’ spacious and luxurious interior is dominated by a cool, blue acrylic center stack that ebbs and surges in the manner of a river. The cascading floor, with its blue ambient lighting, further enhances an environment in which seamless technology flows, enveloping both the driver and passengers.
A current of information coming from the instrument panel streams throughout the cockpit, as passengers are able to access each other via Methode Electronics TouchSense® technology that links all four business-class seats. The car’s infotainment system is fed by channels from the outside - the occupants, for instance, can learn of a restaurant’s specials that evening as they drive past it.
The sculptured, comfortable seats are custom woven with a graduated fabric that is finished in a silver-to-black sunburst. The ecologically friendly seating fabric is provided by True Textiles, the industry’s leading provider of environmentally responsible textile solutions. The Nuvis fabric is made from 100 percent post-consumer recycled polyester - reclaimed soda bottles - and increasingly sustainable manufacturing processes. Hyundai collaborated with True Creative to produce this unique fabric with an 80-inch repeat, providing a fabric that is as attractive to the environment as it is to the viewer. The matching seatbelts are provided by Harveys Original Seatbeltbags, a well- known manufacturer of handbags made out of seatbelt. Harveys also developed two matching handbags for the Nuvis concept.
In the rear, a high trunk floor houses the Nuvis’ lithium polymer battery pack.
HYUNDAI’S HYBRID BLUE DRIVE ARCHITECTURE
Hyundai’s all-new, homegrown Hybrid Blue Drive architecture helps define the Nuvis concept. Hyundai’s proprietary parallel hybrid drive system mates the already-fuel efficient 2.4-liter Theta II engine to a 6-speed automatic transmission and a 30kW (205 N-m) electric motor for maximum fuel economy.
Hybrid Blue Drive has an all-electric mode and a parallel drive mode, meaning that the wheels are turned by power coming directly from the gasoline engine, or the electric motor, or both together, as conditions demand. This parallel hybrid drive architecture will serve as the foundation for future Hyundai hybrid drive vehicles, starting with the next-generation Sonata in the United States.
To maximize fuel economy, all of the Theta II’s major driveline and cooling system components have been optimized to reduce friction, while the crankcase has been filled with low friction oil.
Engine management software automatically shuts off the engine when the vehicle comes to a halt, cutting emissions to zero. The engine automatically restarts when pressure is reapplied to the accelerator pedal due to the Integrated Starter Generator (ISG).
To further reduce fuel consumption, the Theta II’s engine management software, which governs injection pressure, engine cycle timing and exhaust retreatment rates, has been revised. This control strategy assures that maximum efficiency is achieved during gentle acceleration, while greater power is immediately available during full acceleration.
During deceleration, regenerative braking also comes into play to help conserve energy.
To ensure that the engine runs at lower RPMs, the top three gear ratios in the transmission have been extended. Fuel economy is further optimized through the latest electric motor-assisted steering system which reduces power drain and low resistance tires.
The nine major components of Hyundai’s Hybrid Blue Drive include:
1. An efficient 30kW electric motor, delivering 205 N-m of torque
2. A regenerative braking system
3. An integrated starter generator that enables the engine to turn off at stops and restart automatically under acceleration
4. A breakthrough lithium polymer battery package, with 5.3 Ah of capacity at 270 volts
5. Optimized Theta II 2.4-liter engine
6. 6-speed automatic transmission with an improved-efficiency electric oil pump
7. Weight-efficient architecture coupled with a low drag coefficient
8. Electric air conditioning compressor
9. Hybrid power control unit
LITHIUM POLYMER BATTERY TECHNOLOGY
Hyundai’s hybrid system stores its electrical charge in a 270V lithium polymer rechargeable battery (5.3Ah/270V) that surpasses both existing nickel-metal hydride and pending lithium-ion applications. Lithium polymer batteries are more durable and space-efficient than other, bulkier hybrid batteries.
SPECIFICATIONS
Configuration
Crossover utility vehicle
Engine
Hybrid Blue Drive and a 30kW (205 N-m) electric motor
Transmission
6-speed automatic
Horsepower
228 hp (estimated)
Battery technology
Lithium polymer (5.3 Ah of capacity at 270 volts)
Weight
3400 lbs.
Overall length
188.3 inches
Overall width
77.6 inches
Overall height
65.3 inches
Whesls
22 inches
Tires
Hankook
Fuel economy
34 mpg city / 35 mpg highway (estimated)
Touch sensors
Provided Methode Electronics TouchSense® technology
Seatbelts
Provided by Harveys Original Seatbeltbags
Matching luggage
Provided by Harveys Original Seatbeltbags
Ecologically friendly seating fabric
Provided by True Textiles
Senin, 02 Februari 2009
2009 Kawasaki Ninja ZX14
In the ever changing world of global superbike supremacy, the mantra “evolve or get left behind” still holds true. The 2009 Kawasaki Ninja ZX-14 has not rested on its laurels. The winning traits – massive torque, effortless power, agile handling and comfortable ergonomics – of the 1352cc Ninja king have landed it a sizeable collection of open class sportbike victories. Despite ever-tightening noise and emissions regulations; the ZX-14 has continued to set the pace of sportbike excellence ever since its domineering debut in March of 2006.No doubt about it, the ZX-14 is a testament to effective evolution. Its engine and exhaust system permit it to comply with strict Euro-III emissions and tightening noise regulations. However, the ZX-14’s low-end torque, mid-range surge and its legendary Ninja peak power place it at the top of the sportbike food chain.
The ZX-14 meets noise standards by producing a minimum of internal mechanical noise, in lieu of using a more-restrictive exhaust system. A special piston profile and a urethane insulation sheet on the inside of the magnesium chain cover help quiet the engine and permit a freer flowing exhaust for greater power.
The ZX-14’s chassis design is every bit the equal of its power plant. Using an advanced version of Kawasaki’s unique aluminum monocoque design, its frame is lightweight and very strong. Die cast aluminum sections on the main frame make for lighter parts, keeping the weight down even more on the slim and compact frame.
The narrow engine, monocoque frame, and fuel tank provide a slim rider interface and a relaxed sport riding position. It is compact without being cramped, with its easy-to-reach bar position, low-set footpegs for ample legroom and a low seat height and narrow seat front to easily plant both feet on the ground when stopped. Comfort levels are high enough to cause riders to think they’re on a dedicated sport tourer – until the ZX-14’s throttle is twisted. When that happens, all confusion disappears, like so many competitors in the rear view mirrors.
Uninterrupted fairing lines give the ZX-14 a smooth, flowing appearance from front to rear, due in part to the monocoque frame that goes over the engine and doesn’t protrude through the cowling. Quadruple projector beam headlights adorn the ZX-14’s front fairing, immediately beneath its menacing ram air intake duct. The turn signals are cleanly integrated into the fairing and rear cowl, with a unique “V” design LED tail lamp capping off a sleek, aerodynamic package that reinforces Kawasaki’s aircraft heritage.
Kawasaki’s new Vulcan® 1700 Nomad
The new Nomad supplies serious wind protection courtesy of an adjustable handlebar-mounted windscreen. A sub-windshield and deflectors on the Nomad further increase wind protection performance. The sub-windshield covers the area between the windshield and headlight when the windshield is in the raised position, while the fork-mounted deflectors help direct air away from the rider’s legs.
Visually setting the Nomad apart from its Vulcan 1700 brethren are the color-matched, lockable hard saddlebags. These top-opening side cases each offer a bountiful 8.6 gallons (38L) of sealed storage space for overnight trips. The Nomad also features front and rear guards to help protect the bike’s engine and saddlebags in case of a fall. Convenient helmet locks are located on the left- and right-side saddlebag guards.
Comfortable seating for the rider and passenger is a must on a touring bike and the Nomad delivers with plush deluxe seats that are sculpted for all-day comfort. Contributing to long-distance passenger comfort is a luxury backrest with integrated passenger grab bars and floorboards for both the rider and passenger.
The Nomad’s light, compact frame holds a newly designed 1700cc engine based on that of the mighty Vulcan 2000. However, it uses a SOHC rather than push-rod actuated OHV arrangement. This permits fast revving and quick acceleration from the 1700cc engine – delivering superior passing performance at highway speeds. The new engine’s increase in compression, displacement and long-stroke design means significant torque and power gains over its predecessor.
This is no V-twin from yesteryear, the Nomad’s fuel injection system, like those in use on Kawasaki’s Ninja® 650R and Vulcan 900 motorcycles, utilizes one sensor in place of the usual three for less complexity and weight. Besides the obvious advantages of FI like improved fuel economy, the system permits easy hand-off starting.
The Nomad’s FI and exhaust are tuned to deliver its peak torque and horsepower at higher rpm – ideal for its open road operating environment. More touring refinement comes from the clutch, which features six damping springs for three-stage progressive damping to smooth out the shifting and the hit from the big 1700cc engine under hard acceleration.
More cutting edge technology is found in Kawasaki’s first fully electronic throttle valve system that makes its first appearance on the Nomad. Working together with the fuel injection system, the electronic throttle valve helps the new Vulcan 1700 Nomad to offer a smooth, natural engine response. This helps the ECU to deliver an ultra-precise metering of both fuel and air to the engine. It also provides accurate cold-engine idle speed control, reduces rider fatigue and helps maintain a “natural” throttle feel.
The system utilizes dual sensors; an Accelerator Position Sensor (APS) on the throttle body and a Throttle Position Sensor (TPS) on the throttle. Both of these sensors feed data to the ECU, which in turn adjusts the throttle plates with exacting precision. The system is capable of functioning on one set of data alone, offering redundancy in the unlikely event of a sensor failure.
The Vulcan 1700 Nomad also features a water-cooled alternator with rare-earth magnets that produces a staggering 48.5 amps of electrical output; plenty to power navigation systems and other electrical accessories that enrich modern traveling.
Likewise, no modern motorcycle could call itself a “tourer” without cruise control, and the Nomad is no exception. The cruise control is conveniently operated from the right side of the handlebar and can be activated between 30 and 85 mph in third gear or above. Disengaging is easily done by using the brake lever, clutch lever, rear brake pedal or manually closing the throttle.
Moving the Nomad down the road is a new six-speed transmission featuring overdrive and super strong carbon fiber drive belt. The sixth gear functions as an overdrive gear, contributing to relaxed riding and better fuel economy at highway speeds. The new carbon fiber drive belt has a 40-percent higher tensile strength than current Kevlar units, and allows it to use a thin and light 28mm belt.
However, this is no cold, mechanical techno-marvel. The designers were able to infuse the abundant technology into the new Vulcan 1700 Nomad with all the charm and visual appeal expected on a Kawasaki light touring cruiser. Meticulous attention to detail and exquisite craftsmanship of the engine covers, bodywork design and saddlebags result in an eye-pleasing product that turns heads whether parked in front of a café or cruising down the highway.
Designed from the start to be as light and slim as possible, the new single backbone double cradle frame uses the minimal amount of forged parts and metal for a reduction of 4.4 pounds and a rigidity increase of 40-percent. With a shorter seat to steering head distance, the new lightweight chassis is more compact and shorter overall with a correspondingly decreased wheelbase. The easy-to-reach handlebars facilitate better low-speed maneuvering and contribute to greater rider confidence and comfort.
Adding to the light and easy handling of the low weight chassis design are the new suspension components – set to match the Vulcan 1700 Nomad’s touring performance. Dual adjustable rear air-shocks provide 3.1 inches of travel, and include air adjustable spring preload and rebound adjustment to ensure a comfortable ride feel with unique settings for the Nomad. Up front, a large 43mm fork offers precise steering feedback, four-way preload adjustment and 5.5 inches of travel.
The Nomad rolls on new nine-spoke cast wheels, which use tubeless tires and complement its new muscular styling. Mounted on the attractive wheels are a 130/90 front radial tire and a wide, 170/70 rear radial tire. These aren’t the giant size tires that can "dull" handling, but beefy treads that offer good traction, smooth ride and good style. Dual 300mm front disc brakes with twin-piston calipers and a single 300mm rear disc brake with a two-piston caliper bring this show to smooth, powerful stops.
A stylish combination of traditional styling, sophisticated technology and touring refinement, the most difficult part of the new Kawasaki Vulcan 1700 Nomad will be deciding which of the three appealing color options to chose; Metallic Diablo Black, Candy Diamond Red / Pearl Luster Beige or Metallic Nocturne Blue / Pearl Luster Beige.
Engine
Four-stroke, liquid-cooled, SOHC, four valves per cylinder, V-twin
Displacement
1,700cc / 103.7ci
Bore x stroke
102 x 104mm
Compression ratio
9.5:1
Maximum Torque
108 lb-ft @ 2,750rpm
Cooling
Liquid, plus cooling fins
Ignition
Digital fuel injection, dual 42mm throttle bodies
Transmission
Six-speed with overdrive
Frame
Steel, double-cradle with box-section single-tube backbone
Rake / trail
30° / 7.0 in.
Front Suspension / wheel travel
43mm hydraulic fork / 5.5 in.
Rear Suspension / wheel travel
Swingarm with twin air-assisted shocks, with 4-way rebound damping / 3.2 in.
Tire, front
130/90x16
Tire, rear
170/70x16
Brakes, front / rear
Dual 300 mm discs, dual twin-piston calipers / Single 300 mm disc, twin-piston caliper
Overall length
98.4 in.
Overall width
40.4 in.
Overall height
57.7 in.
Seat height
28.7 in.
Curb weight
833.3 lbs.
Fuel capacity
5.3 gal.
Wheelbase
66.5 in.
Colors
Metallic Diablo Black, Candy Diamond Red / Pearl Luster Beige