Lamborghini reventon

SANT'AGATA BOLOGNESE, Italy ?: A super sports car, yet one that defies comparison ? the Lamborghini Revent?s both an ultimate driving machine and limited work of art ? with a total of only 20 built and a price of one million Euro (excl. tax), every Revent?s highly exclusive and virtually unique. The Revent?earing the number 20/20 has now been delivered to its proud owner ? thus completing the series.

Highly skilled craftsmanship

Each Revent?as produced with extremely skilled and high-precision craftsmanship in Sant?Agata Bolognese, the home of the brand and the birthplace of all super sports cars bearing the sign of the bull. ?The Revent?however, is the most extreme of all ? a superlative on wheels. Based on the technical underpinnings of the Murci?go, we have concentrated and further enhanced the brand?s DNA ? its genetic code,? says Stephan Winkelmann, President and CEO of Automobili Lamborghini S.p.A., who personally handed over Revent?umber 20 to its new owner at the factory.

Enjoy the incomparable driving pleasure

20 friends and collectors of Lamborghini cars ? who all wish to remain anonymous ? now own this unique piece. Most of them view the Revent?ot only as the highlight of their collection, but also want to enjoy the intensity of the incomparable driving pleasure. Ultimately, the Revent?aside from its extreme form, boasts the full technical and dynamic competence of Lamborghini?s 12-cylinder sports cars. This means the breathtaking performance of 650 hp and a top speed of 340 km/h. It also means absolute reliability and the feasibility of everyday use.

A future legend

This offers all other Lamborghini fans the chance of at least occasionally coming across a Revent?be it on a beautiful mountain road, at the side of a race track or at an exclusive social event. And one thing is also certain ? in future, a few of the 20 Revent?ill be available for admiration in a museum. Because Lamborghini has not only created a design masterpiece, it has also added another classic to the rich history of the brand. The lucky owners can be justly pleased.

Source : www.theautochannel.com (12/9/2008)

Yamaha FZ-16 Technical specifications

Brand: Model: FZ-16
Dimension & weight
Overall height 1045 mm
Overall length 1975 mm
Overall Width
770 mm
Wheelbase 1335 mm
Ground Clearance 160 mm
Kerb weight 137 kg
Fuel Tank Capacity 12 liters
Engine
Type Air-cooled, SOHC, 2-valve
Stroke (2/4) 4-stroke

No. of cylinders
single-cylinder
Bore x stroke
58.0 × 57.9 mm
Displacement 153.0 cc
Electrical -
Transmission
No. of Gears Return type 5-speed
Clutch
Constant mesh wet multiplate
Performance
Maximum Power 14PS @ 7500 rpm
Max. Torque
14 N.m @ 6000 rpm
Start Electric Start
Suspensions
Front Telescopic
Rear Monocross
Brakes
Front Hydraulic single disc
Rear drum
Tyres
Front 100/80-17
Rear 140/60-R17

Civic vs Corolla Altis

It’s clear from the outset that the new Civic and the new Altis are head-on competitors, says AutoCar (Oct. ’08).

While the Civic is slung marginally lower and sportier, the Altis looks more aggressive with strong styling cues. However it is the Honda that flaunts the more cohesive design, the better build as well as superior look and finish. Quality inside the Altis is a big improvement over that of the previous Corolla, but the Civic still has a clear edge.

The new Altis wins the rear seat test. It is easier to step in and out and the Toyota offers a bit more room too in the rear. Also the Altis is feature rich compared to the Civic. From powered seats for the driver, to HID headlamps with automatic washers, spilt seats for the rear, steering wheel mounted controls, automatically dimming rear-view mirrors, a rear sun blind, trip computer and even cruise control. The Civic has none of these.

The Corolla impresses as soon as you drive it. The motor is very tractable and half throttle is all that’s needed to overhaul traffic. Toyota’s use of a shorter third gear is perfect for city driving and with taller 65-profile tyres, the Altis coasts over bumps.

By contrast the Civic is less at home in the city, observes AutoCar (Oct. ’08). The Civic uses harder shorter-travel springs which make the drive stiffer. Like the Altis, it uses 65-profile tyres and luckily the gearbox of the Honda is light, slick and direct as opposed to the Altis which needs more effort. The Civic has a quicker steering with good body control and darts into corners quite well.

The Altis falls short of the Civic as a driver’s car. Not as stable at speed on its taller spring, shorter wheelbase and non-independent rear suspension, the Altis is a somewhat lacklustre drive.

Delivering comfort, performance, generous features and decent fuel economy
, these two are probably the best cars you can buy rounds up AutoCar (Oct. ’08)

The new Altis is comfortable on the inside and better equipped but it lacks that all-important luxury feel. The Civic on the other hand delivers bagfuls of the feel-good factor with its high quality cabin, refined motor and stunning futuristic design.

The Altis’ motor is more responsive at low-engine speeds and so are equipment levels. But that’s not nearly enough to unseat the Civic and since there isn’t too much difference in the price, the Honda still rules, quite easily actually.

What’s Next?

AutoCar (Oct. ’08) takes a sneak preview of some high technology components that are coming soon to India from Bosch.

While Bosch has concentrated heavily on localising common-rail diesel systems for use in India in the past, the coming years will see them branch out into low cost common rail systems, direct-injection petrol, anti-lock brakes and hybrid systems.

Taking up the challenge of one and two cylinder diesel engines, Bosch will provide low-cost common rail systems for low priced cars like the Tata Nano as well as CRDi systems for single-cylinder auto-rickshaws. The system is designed for engines that range between 700 and 820cc and will be able to put out between 24 and 46bhp, with torque upto 9kgm possible. Bosch will also be helping Indian manufacturers export their diesel cars by meeting international emission norms. The company is already working on De Nox systems (catalysts that convert harmful nitrogen oxides to harmless oxygen) for India.

Along with direct fuel injections another advancement that could be introduced in India are high pressure magnetically-controlled Piezo injectors that can spray multiple patterns via seven individual jets. Explains AutoCar (Oct. ’08), “Though the pressure in the system is a mere 200 bar compared to 1400-1600 bar needed in a direct-injection diesel, this innovative system has a very promising future.”

Next on the cards is localising and cost-cutting anti-lock brake systems. So in the future it could cost you less than Rs.10, 000 to equip your car with ABS. Mild hybrids will also be launched in the near future. The system will automatically stop the engine and start it again as one moves off. The Mahindra Scorpio will soon be the first Indian vehicle to feature such a system.

VOLVO S80 OUT FOR A SPIN

The best time to take Volvo’s 315bhp S80 V8 out for a spin is when the roads are empty, suggests AutoCar (October 2008). The large Volvo slips effortlessly into the night, despite its formidable weight of nearly two tonnes and the S80’s suspension seems to skip lightly over the bumps, as the V8 tugs it forward at just a hint of a throttle.

Though the S80 doesn’t have massive torque, there’s enough enthusiasm in the motor to get you to 2500rpm double-quick. As you mash the throttle further, the gearbox jumps a couple of gears down, dropping the motor right into the powerband at 500rpm and the Volvo shoots forward like an arrow. And this rate of acceleration just keeps going and going and going.

The secret of its virility, supposes AutoCar is its short stroke and large piston bore. The pistons don’t need to travel a long way up and down and that means they can respond faster. Engines with long strokes make better torque, but with almost four-and-half litres and eight cylinders there’s more than enough torque at hand.

It’s also hard not to notice how comfortable you are in the cabin. Sporting some very high quality leather with attractive stitching and piping, the seats are at least 15 percent larger than even a Mercedes E-Class.

While the dark tan seats, cream piping, dark wood trim and the sliver ring around the thick wooden steering wheel all look suitably upmarket, the best bit is the Dynaudio music system. And you get DVD screens for the rear seats as well.

Of course the S80 V8 is not for everyone warns AutoCar (October 2008). It’s not likely to give you a better average than six kilometres per litre and fuel bills will be forty percent higher.

Costing as much as the six-cylinder Merc E280, BMW 530i and Audi A6 3.2 FSI, the V8 ups in comfort, excitement and thrill and of course given Volvo’s obsession for safety features (352 airbags among them), it will be the safest too.

The BMW 650i

You’d never mistake this car for anything but a BMW states AutoCar (Oct. ’08). A demonstration of quality and precision, the car in question has a potent 4.8-litre V8 petrol motor that develops 367bhp and 49.9kgm of torque. What impresses is the sheer responsiveness of the engine, BMW claim a 0-100kph of a little over five seconds and it seems completely believable when you mash the throttle into the floor. A full assault on the accelerator paddle gives 210kph and a good 30-40kph after that at no extra effort.

The six-speed auto box with paddle shifts works smoothly, but rather unconventionally. You don’t get the regular pattern of ‘tap-the –left-one-to-move-down’ and ‘the-right-one-to-push-up’. You need to push down to downshift and tap behind to move up a gear on either one of the paddles. This takes some getting used says AutoCar (Oct.’08)

Inside the cabin, the leather seats are plush and superior. The plethora of seat and steering adjustments means that few drivers will complain about the driving position though the iDrive rotary control that works the climate, stereo, navigation and phone system takes some getting used to. The rear seats are ideal only for children due to inadequate legroom. The boot has limited space. Te soft-top isn’t so great at keeping noise out but the folding mechanism does work very well, you can’t argue with that reinstates AutoCar (Oct. ’08)

Overall, the 650i has a lot going for it. It’s got a jewel of an engine, it drives and feels like a BMW should and looks quite cool too. At Rs. 79.30 lakh (ex-showroom Delhi) you can rest assured that it will provide the exclusivity that a few other cars can, ends AutoCar (Oct. ’08)

Yamaha yzf-r15 technical specification

Brand: Model: YZF-R15
Dimension & weight
Overall height 1070 mm
Overall length 1995 mm
Overall Width
670mm
Wheelbase 1290 mm
Ground Clearance 160 mm
Kerb weight 131 kg
Fuel Tank Capacity 12 liters
Engine
Type Liquid-cooled, ,SOHC, 4-valve Electronic fuel injection
Stroke (2/4) 4-stroke

No. of cylinders
Single cylinder
Bore x stroke
57�~58.7 mm
Displacement 149 .8 cc
Electrical 12V35W / 35W�{35W
Transmission
No. of Gears Return type 6-speed
Clutch
Constant-mesh wet multi-plate
Performance
Maximum Power 17PS / 8,500 rpm
Max. Torque
15 N.m / 7,500 rpm
Start Electric Start
Suspensions
Front Telescopic
Rear Linked type Monocross
Brakes
Front Hydraulic, single disc
Rear Hydraulic, single disc
Tyres
Front 80/90-17
Rear 100/80-17

Royal Enfield 600cc

The Royal Enfield India never built a 600cc motorcycle. But Mr. O A Anthony does discovers AutoCar (Nov. ’08). Operating out of a tiny garage in Santacruz, Mumbai, and the owner of the best Bullet shop in Mumbai, Anthony is an authority on Enfields and how to make them go faster.

The aftermarket converted Bullet looks nice, the proportions are good, neatly welded and more importantly, straight. The wheels are properly aligned, the brakes feelsome and the suspension supple. It feels like a complete product, something that could have come out of a factory, rather than a workshop, marvels AutoCar (Nov. ’08).

Swing a leg over the bike – the seat feels good, the riding position is comfy and the cut-outs in the tank seem perfect for a mid-sized person and the low handlebars and the riding position remind one of an old English café racer.

The engine is creamy-smooth (for a single) and this makes it fantastic on the highway. To get to the pint-like 594cc (a pint in an English pub is 568ml, which is the same as 568cc) capacity, Anthony has used an old Lightning 535 engine. The bore remains the same, but the stroke is 10mm longer thanks to a modified and balanced crankshift taken from the Thunderbird. The piston is from a regular 435, but the forged conrod is custom-built. The cam profiles and air filter are standard and for the most part the exhaust is standard.
Power and torque are up and the Mikuni VM28 carburettor with a 130 main jet sends an almost-delicious mixture of air and fuel through the bigger intake ports when one opens the throttle and one can feel this extra power being made thanks to the higher compression head as the big piston squeezes the fuel/air mixture for every last ounce of power.

The wheelbase too has been lengthened by 127mm and the front rake angle has been increased for better stability. The longer rear swingarm is the one from the Bajaj Avenger.

It’s the relaxed nature of this bike that really appeals, says AutoCar (Nov. ’08). The engine is unstressed and the throttle feels like it’s connected to a big powder keg of torque. It’s only when you get to corners that the bike gets a tad stiff. Otherwise this rebuild is a good one. Anthony will happily build you a replica if you want and including the cost of the donor bike, this bullet costs Rs.1.5 lakh.

Ultra Velociti

The Ultra Velociti is cheaper than anything else on the market. (It costs Rs.39,441 on road, Navi Mumbai) But the question is how easy is it to live with the Ultra Velociti? And is it really cheap to run? AutoCar (Nov. ’08) attempted to find out.

Firstly the Velociti uses a 24-amp battery connected to a brushless motor fitted in the rear wheel hub. Because it is a brushless motor, it needs minimal maintenance. And it is more practical than other electric scooters thanks to its acceptable performance. Electric motors produce max torque from the word go. So when one twists the ‘throttle’, the peppiness of this little scoot takes one by surprise and it’ll get to its 40kph top speed quite easily. The Velociti comes with a disc brake which brings this 88kg to a halt instantly.

But, this electric scooter’s biggest disadvantage is its 40km range on full charge. Travel in Mumbai often exceeds this limit and hence one needs to figure out where to get a top-up recharge. It can only be recharged from a 220-volt plug point and unlike the Yo!tuff electric moped, the Velociti’s battery can’t be detached and carried up home for charging. This means one either takes the scooter up home or office for charging. A full charge takes four to six hours but you can get an 80 percent charge in just two hours.

Ultra motors claims that the Velociti uses just one unit of electricity for a full charge. Reliance energy bills Rs. 3.53 per unit so that’s Rs. 109 a month for a potential 1,200 km. the battery life is approximately two years and a new one costs Rs. 7000.

It has other niggles too, like a pillion adds weight and eats up battery charge, inclines are more difficult to climb, the centre stand is a little tough and the plastic quality is not all that good.

So does it sense to buy one? It ultimately depends on your usage and needs says AutoCar (Nov. ’08). You have to plan ahead and fix charging points if you have a long distance to cover but it gives a lot of freedom when you want to cover the neighbourhood or use it in a smaller town where distances are shorter. So it’s much cheaper to run but not as practical.

Bajaj Platina 125 DTS-Si

A few years ago Bajaj predicted that 125cc motorcycles would be the next big news and boldly concentrated its R&D focus on this segment. Fast forward a few years and models and the aggressive manufacturer is now the numero uno in this critical segment. Its 125cc XCD DTS-Si has done another Pulsar, quickly securing a lion’s share of the market and now Bajaj plans to further reinforce its 125 frontline with the Platina 125 DTS-Si says AutoCar (Nov. ’08).

Basically the new bike is an upgrade to a DTS-Si engine as on the XCD and is based on the discontinued Wind 125. Slim, short and slightly longer looking the new Platina isn’t that attention grabbing when compared to premium 125cc models like the Honda Stunner. But 100cc motorcycle buyers might find it tempting thanks to a really attractive price tag. The latest Bajaj model comes clad with five-spoke back alloy rims and a familiar, friendly looking bikini fairing in front. An undesirable design aspect is a void left visible between its front mudguard and 17-inch wheels but the new Platina 125 enjoys a decent headlight beam. The instrument panel is user-friendly, comfy levers, supple grips and wide mirrors are all quality kit, while the bike offers up-to-date switches that work with a crisp, built-to-last feel and provide a pass light as well as push-to-cancel turn indicators.

Its fuel tank comes with a smart alloy filler lid while its side panels are other neatly designed items that complement the bike’s looks. The tail warning light above the bike shows off a blackened alloy grab bar.

The Platina’s DTS-Si engine uses twin spark plugs seated in different planes fore and aft of the cylinder observes AutoCar (Nov.’08). The motor also individually monitors and customises the interval and strength at which either plug is fired. Other engine features include an automatic choke system on the carburettor and an exhausTEC resonator on the silencer bent-pipe to help the Platina perform strongly at low rpm. While the front suspension is telescopic forks, the rear uses a pair of SNS (Spring iN Spring) hydraulic shock absorbers with orange inner coils lending a dash of colour. The new Platina uses 17-inch rims, front and rear like most new Bajaj bikes but continues to use an outdated tubular swingarm instead of a more rigid box section swingarm.

Ride quality is soft, pliant yet not overly bouncy while the seat offers good padding and keeps even long-distance rides a stress free affair. A combination of 130mm and 110mm drum brakes provide the Platina 125 DTS-Si adequate braking and on acceleration it passes 60kph in a tardy 8.4 seconds and hits top speed at 96kph. So while speed is not its virtue the DTS-Si tech ensures this 125 is genuinely frugal, matching the XCD with class-beating 100cc like fuel efficiency. Thus the Platina 125 fits the bill for a comfortable city motorcycle thanks to its soft suspension and light handling. And although it could have had better tyres, the cleverly positioned 125cc model sits smartly in 100cc territory sums up AutoCar (Nov. ’08).

Bajaj Discover 135 DTSi

AutoCar (Oct 2008) tested the new version of the successful Discover 135 DTSi on whether it can prove its mettle and stand out as a worthy successor in a rapidly crowding bike market.

Its been four years since the Discover was launched, and the 135 cc variant arrived last year in much the same price. Bajaj has added a pair of new tank panels apart from a few other detailed touches. Among the smartest changes are strips hat run the circumference of both the alloy rims, this being cleverly engineered to allow them to last the life of the bike.

Digital instruments replace the earlier analog bay, a large tachometer with a an illuminated pointer set to the left, while an ember backlit display relays information which includes speed, odometer and trip readings as well as fuel levels.

Grip feel is adequate, the bike switches work crisply and the powder coated clutch and brake levers are also up to the mark. The new Bajaj uses a fully enclosed chain replacing the earlier ‘O’ ring sealed unit. AutoCar (Oct 2008) found the fit and finish as well as all rubber and plastic parts to be of satisfactory quality.

No changes have been implemented on the Discover 135 4- stroke digital twin spark- ignition, or DTSi engine. This short stroke engine displaces 134.2 cc and continues to churn out the identical peak power of 13.1 bhp at 8500 rpm as found on the first bike, as well as the same peak torque at 1.21 kgm at 6500 rpm.

Bajaj’s patented exhausTEC technology is present on the silencer bent pipe to help the new discover achieve a torque laden feel from low in its power band. The clutch feels well weighted and operates with good feel at all times. While the all down shifting gear box could certainly improve in shift quality and feel, its four gear ratios are perfectly spaced for stress free riding in chaotic city traffic conditions.

Performance stays identical on the new Discover 135, the bike can dash 0- 60 kph in 5.48 secs, easily faster than most 125 cc models, while its top speed is 105 kph. The discover 135 DTSi deploys a rigid dual down tube frame which runs under the engine sump and reattaches at the swing arm pivot. The front suspension of this bike is conventional with dual twin telescopic forks.


The 135 uses dual gas charged shock absorbers and a rectangle section swing arm at the rear and the gas cushioned rear suspension provides an excellent ride quality, while 17” rims aided by wide 100- 90 section rear rubber translates in to decent handling. The 135 uses a progressive yet potent disc brake in front supported by a drum brake at the rear. And just like all Discovers the 135 remains best suited to shorter riders, thanks to its snug proportions.

Thus, the Discover 135 DTSi is a cleverly positioned motorcycle that’s value for money with little competition to speak of. tackling city riding conditions with aplomb. The latest Discover delivered 52.6 kpl on the road test
says AutoCar (Oct 2008), and this improved to 55.4 kpl when it was run on traffic free highways.

Yamaha - VMAX

Relaunched by Yamaha almost 23 years after its iconic V-Max ultrabike, the new VMAX is a brilliantly conceived, excellently executed piece completely unlike anything else that you can actually buy exclaims AutoCar (Oct. ’08)

With a claimed 200bhp at 900rpm on offer from its all-new four-camshaft 16 valve1679cc 65-degree V4 engine and 17kgm of muscle delivered at 6500rpm via a torque curve which holds completely flat until the 10-grand limiter, the VMAX gives a mind-altering engine performance at the mere wrench of a wrist.

Designed by Hajime Nakaaki, the VMAX has a relatively spacious 775mm seat with the trademark V-Max bum pad to help one stop sliding off. The taper-section handlebar perfectly pulls back for a comfortable stance with the quite low footrests positioned exactly beneath giving one a super comfortable, relatively upright riding position.

So, how fast is it? AutoCar (Oct. ’08) saw 135mph/215kph on the US-spec test bike on one stretch of straight road in San Diego (California). According to Nakaaki, the Denso ECU incorporates a 220kph speed limiter in it and is also programmed to recognise when the rider is drag racing by permitting an extra 16kph or so more top speed. The new MAX does not have the same V-Boost power-up booster system as there was on the old bike but in it’s place there’s the more 21st century YCC-I variable-length intake system. Combined with the carefully mapped Denso ECU, this helps deliver an even broader speed of power and torque via optimized intake flow up high and down low, producing the best of both worlds, just as on the R1/R6 duo.


The break package on the VMAX is big, with a pair of six-piston four-pad Sumitomo mono bloc calipers gripping the 320mm sun star petal discs, while the 298mm Akebono rear disc is almost as big and just like up front its Sumitomo four-pot caliper is a one-piece item.

Like sport bikes, the VMAX also has a hydraulically-operated 10 fibre/9 steel ramp-style slipper clutch which works very well. The Denso ECU also allows for a little fuel to stay in the throttle bodies during deceleration, which further reduces engine braking slightly and there’s a cush drive for the shaftdrive to get rid of any clunkiness or backlash.

Thus the VMAX, says AutoCar (Oct. ’08) is a well-put-together motorcycle that’s versatile and satisfying, working improbably well in all kinds of road conditions.