2009 Nissan Skyline GT-R photos

Photos

Slideshow

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Gray wheels contrast nicely with the bright paint; dark lower trim takes some of the bulk out of the GT-R's profile. (Photo by Scott Jacobs)

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Even with a helmet, there's plenty of headroom in the GT-R's tall cabin. (Photo by Scott Jacobs)

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This is where all the fun started: pit lane at the Sendai Highland raceway north of Tokyo. Notice the heavy jackets all the technicians are wearing, since it had snowed just a few days earlier. (Photo by Scott Jacobs)

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This is not some warmed-over VQ from a 350Z. The twin-turbo VR38DETT is hand-built specifically for the GT-R and produces 473 hp and 434 lb-ft of torque. (Photo by Scott Jacobs)

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Nothing too fancy here, just basic controls and high-quality materials. Pedals look good, are well-spaced and have grippy, rubber surfaces. (Photo by Scott Jacobs)

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Nothing to complain about with this setup. There's a shift light positioned right near the "7" on the tachometer. (Photo by Scott Jacobs)

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Not quite the novelty it used to be, but the start button front and center makes every firing of the twin-turbo V6 an event. (Photo by Scott Jacobs)

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These three switches allow you to adjust the aggressive transmission calibration, damper settings and stability control system. Once you hold down the VDC switch for several seconds, it will shut off the stability control entirely. (Photo by Scott Jacobs)

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Just one of the multiple screens at your disposal. Additional readouts include engine water temperature, transmission oil temperature, transmission oil pressure and front/rear torque split. (Photo by Scott Jacobs)

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We're not sure how useful these would be when you're driving hard, but it's nice to know they're available if you need them. (Photo by Scott Jacobs)

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On the rural roads outside Sendai, the GT-R turned heads. If you're used to driving sports cars, the GT-R's stiff-legged suspension won't bother you, but anybody else will find it tiring. (Photo by Scott Jacobs)

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Six-piston Brembo calipers are used up front, while the rear binders make do with only four-piston calipers. All four corners get 15-inch vented and drilled rotors. Nissan says this is one of the most powerful production brake systems in the world. (Photo by Scott Jacobs)

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Hood vents can be seen from the driver seat, an old-school muscle car touch we appreciate. (Photo by Scott Jacobs)

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Here in the Turn 3 hairpin, we learned that a little extra throttle goes a long way when it comes to getting the GT-R pointed in the right direction. (Photo by Scott Jacobs)

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Source:edmunds.com

2009 Nissan Skyline GT-R Review

2009 Nissan GT-R at Sendai Highland Circuit, a raceway north of Tokyo. After years of staring at various concepts, prototypes and Nürburgring test mules of the GT-R, it's finally time to drive the finished product.

An engineer waves us over after making his final checks, then hands us the keys with a smile so big you'd think he'd been knocking back Kirins since sunrise. We suspect he already knows what we came here to find out.

Does the 2009 Nissan GT-R really deliver the performance of the Porsche 911 Turbo for half the price? Time to find out for ourselves.

Getting Acquainted With Godzilla
Unlike most supercars, the GT-R doesn't sit only 2 inches off the ground, so it's easy to slide into the driver seat. This is a Japanese-market car, so we're on the right-hand side, which makes everything feel awkward. The seat is firm and narrow, and the high center console gives the cabin a tight, cockpit-style feel.

Start buttons aren't the novelty they used to be, but the GT-R's big red igniter just below the central shift lever does make us stop and think for a second. There will be 473 horsepower and 434 pound-feet of torque on tap once this sucker is running. It's also about 40 degrees F outside and we're on an unfamiliar track that packs 16 turns into just 2.5 miles of asphalt.

Gran Turismo this is not.

Push the button and the twin-turbo 3.8-liter V6 fires up with a low, uninspiring hum. We had heard it was quiet, but this is almost too quiet. Aftermarket exhaust manufacturers might as well start taking orders now.

The Nissan engineer leans in the window and sets all the adjustment buttons for the transmission, damper settings and VDC system to their "R" positions for maximum performance. He gives us a thumbs-up and another big smile. Yeah, he definitely knows something.

We slide the shift lever down into Drive and select manual shift mode by tapping it to the side. Left foot off the brake, a little gas with the right foot and the GT-R eases out of the pits slowly and smoothly. No SMG-style clunkiness here.

When the light at the end of pit road goes from red to green, we floor it in 2nd gear and promptly get drop-kicked onto the straightaway at nearly 70 mph. So much for turbo lag.

Pulling the right-side shift paddle snaps the GT-R into 3rd in one seamless motion that no stick jockey could match for speed or smoothness. Turn 1, a tight, slightly downhill right-hander is coming up quick, so we back off and get on the brakes. They scrub off so much speed that we hit the apex at all of 25 mph.

So far, this GT-R is all motor and brakes. Better take it easy for a lap to recalibrate.

Ram Air, Japanese Style
We get settled on the short straight before Turn 3. Although visibility is generally good, the GT-R's high cowl makes it feel especially big. And like a late-1960s Mopar, the twin intakes on the hood are visible from the driver seat. The bulky feel is no illusion, as the GT-R is 7 inches longer and 2 inches wider than a Porsche 911.

Turn 3 is a hairpin left that heads back uphill, so we swing wide, stay in 2nd and get on the gas at the apex. The GT-R turns in quickly — very quickly. Maybe it's our low speed, but there's not a hint of wasted motion in the steering. The slightest nudge of the wheel right or left delivers a response, so there's no need to muscle this car through corners.

As we crest Turn 4, which bends slightly right and onto the back straight, we're already in 3rd and back into the throttle. The GT-R is piling on huge chunks of speed now. If the speedometer were digital it would be skipping numbers, lots of them. Unlike our 2nd-gear slingshot out of the pits, this run to the redline is so smooth we hardly realize we're traveling at nearly triple-digit speed.

There's not much of a power curve. If you want power, it's there. It comes on heavy at nearly any engine speed, and you never feel the turbos spooling up either. This is a different kind of thrust than a big American V8. Not better or worse, just different.

Ignore the Numbers
Into 4th gear and the cabin remains calm right up to 120 mph. There's no valvetrain clatter like a Corvette and the engine doesn't wail in your ear like a 911.

Back on the Brembo brakes at the end of the straight and again they bite hard. The pedal is stiff and easy to modulate and you don't have to press all that hard to generate big negative Gs. We call up a couple downshifts with the shift paddles, and the dual-clutch transmission pulls off each one with a precise throttle blip that keeps the car steady on the pavement.

A quick left-right-left through a chicane and the GT-R starts barreling back up a hill through a long, sweeping left-hander. It's the last thing we expected, but the GT-R feels surprisingly light and maneuverable despite its curb weight of 3,836 pounds. That's 342 pounds more than a Porsche 911 Turbo and nearly 700 pounds more than a Corvette Z06.

The GT-R should feel like a big, lifeless brick, yet here we are, barely finished with our first lap and already we're tossing the car from one corner to the next with confidence. The precise steering and nearly total lack of body roll make it easy to place on the road, and there's little dive when the big six-piston front calipers are clamping down on the 15-inch drilled rotors.

The ultra-stiff chassis gives the adjustable Bilstein dampers a good platform with which to work, and the fact that we barely notice them working is a sign they're dialed in just right. Even when we misjudge a few of the final corners, our last-second corrections don't turn into frightening wobbles or twitches. Trust us: The 911 Turbo is not so forgiving in comparison.

Don't Doubt Mizuno
A few more laps and the GT-R now feels familiar and predictable. We're going through corners with enough speed to sense the all-wheel-drive system moving the power around from one corner to another. During the pre-drive briefing, Chief Engineer Kazutoshi Mizuno explained that the GT-R is more fun to drive through corners because you can get on the throttle earlier than with a conventional rear-wheel-drive car. It's an overly simplified way of explaining the GT-R's complicated ATTESA ET-S all-wheel-drive system.

Testing his theory is uncomfortable at first, since the car feels on the verge of understeer through some of the tighter turns. Adding more power seems like the last thing that's going to help, but, sure enough, a little midcorner throttle rotates the nose right toward the apex. Staying on the gas drifts the tail out a bit on exit as the power gets redirected to the rear tires. VDC is still activated in "R" mode, but if it's making any adjustments, we're not feeling them.

Getting so much movement out of an unfamiliar car makes us feel like Sendai regulars. The car needs only the smallest inputs to put it on the edge and keep it there. From the steering to the brakes to the transmission, it's all precise, quick movements. Sure, the car is heavy, but after you throw it through a few turns with nothing more than a few flicks of your fingers, the numbers become meaningless.

The World's Most Famous Porsche 911 Turbo
Pulling into the pits, we're exhilarated, not exhausted. It took just seven laps to go from pedal-stabbing rookie to calm, drift-happy veteran. Supercars are rarely so friendly.

Chief engineer Mizuno asks what we think. We tell him that it is rock solid and easy to drive, but we're not sure if it's as fast as the 911 Turbo. "Why don't you drive it for a few laps to compare," Mizuno says as he points to Nissan's own Porsche 911 Turbo test mule sitting at the end of pit lane. "Just two laps," Mizuno says.

Other than its roll cage and a competition seat, this 997-series Turbo is a stock model with a six-speed manual transmission. There are roughly 10,000 hard miles on it, but a thoroughly broken-in Turbo is still better than 99 percent of the cars on the road.

The Porsche is dead cold, so we take the first lap easy. Even at half speed, the 911 already feels surprisingly loose. It requires more steering input to get a response. Get on the brakes and it dives. Bend into a turn and it rolls. They're small movements, but compared to the GT-R they feel wildly exaggerated.

As we finish the first lap, we step it up a notch. In terms of pure power, the two cars feel very, very close. The Porsche's turbos come on a little more abruptly, but both cars are equal-size hammers at full boost. We dig hard on the 911's brakes at the end of the front straight and again we find more similarities than differences. The Turbo has a firm pedal that's easy to modulate, much like the GT-R.

Diving into the first turn is the real eye-opener, as the Turbo quickly gets a little unsettled. Like the GT-R, the 911 much prefers a steady throttle through the corner, but even when it settles down, we're still guessing where it wants to go. Steering corrections require far more input than the GT-R and the amount of body movement we get from the 911 is a stark reminder of just how buttoned down the Nissan is at speed.

If anything, the Turbo reminds us how much we like to do the shifting ourselves. The GT-R's dual-clutch setup is certainly faster and more efficient, but there's no substitute for the mechanical feel and driver involvement of a true manual linkage.

Keep Left
With the track work finished, we switch cars and head for a short loop on public roads. Mizuno has been quick to emphasize that the GT-R has a dual nature; he says the GT-R is "a supercar you can drive every day." We switch the Nissan's adjustable dampers to their softest setting, leave the transmission in automatic mode and recalibrate once again, this time to driving on the left side of the road.

For an engine that thrives at 6,000 rpm, this 3.8-liter V6 feels just fine at 1,500 rpm, too. That's good, since the transmission's automatic mode heads for fuel-sipping 6th gear as soon as possible. Of course, the slightest nudge of the throttle kicks the gearbox down to 4th. Ask for more and we're met with a slight delay before all the clutch plates and gears get lined up. Then it's wham, and we're off at full boost, wondering what the local speed limit might be.

The softer damping filters out some of the bumpier surfaces but it's still a stiff ride. Owners won't mind, but anybody in the passenger seat will. We expected the quick steering would feel twitchy on less-than-perfect pavement, but instead it's just a little on the high-maintenance side. In other words, no elbow-on-the-window-sill driving, but this car doesn't dive for the shoulder at every pothole, either.

Our only moment of "oh yeah, this is an all-wheel-drive supercar" comes when we pull a three-point turn in a parking lot. We hear what sounds like a couple of loose crescent wrenches fumbling around in the drivetrain when turning at full lock. Nothing is broken; it's just a little reminder that there are several differentials and driveshafts underneath the floor and they're not designed for slow, tight turns on dry pavement.

As we head back to the track, we confirm the usefulness of the navigation system as it manages to lead us in the right direction despite the Japanese voice commands. The rest of the interior isn't particularly impressive, since it's all about function instead of a style contest with other coupes in the $70,000 price bracket.

The Real Deal
Rolling back into the pits at Sendai, there's not much mystery left in the 2009 Nissan GT-R for us. Its world-beating lap time at the Nürburgring suggests this is one of the fastest production cars in the world. We wouldn't bet against it.

Then again, all-out capability doesn't mean much if you have to be a former Formula 1 driver to tap into it. That's not the case with the GT-R. It's well-balanced, forgiving and predictable in a way that allowed us to creep up to its limits without threatening to be the first ones to put a GT-R in a ditch.

The Porsche 911 Turbo puts it into perspective. The Nissan GT-R lives up to its billing as an affordable supercar that can go heads up with the world's best. The smiling engineer knew it and now we do, too.

Source:edmunds.com

Most powerful,Most expensive Australian

HOLDEN'S performance-car division is due to unveil at the Melbourne motor show this morning the fastest, most powerful - and most expensive - Australian-made road car of all time.

It is based on the humble Holden Commodore sedan but thanks to a heart transplant is powered by a massive 7.0-litre V8 from a race-bred version of the Chevrolet Corvette in the United States.

The Holden Special Vehicles super-sedan is likely to cost in excess of $150,000, more than twice the price of the most expensive model currently. It will have the biggest brakes ever fitted to a Holden, will meet the latest vehicle emissions requirements and won't use much more fuel than current Holden V8s.

"Holden and HSV have had record sales of V8s over the past 12 months and we believe there is definitely a market for this car," HSV boss Scott Grant told the Herald.

"Despite the hype around petrol prices, the passion for performance-based cars in Australia is stronger than it's ever been. Buyers have clearly demonstrated this by voting with their wallets and continuing to buy V8s."

The car should be in showrooms in July. HSV will build each car by hand alongside its Holden Racing Team headquarters, but the car will still be covered by the regular Commodore's three-year, 100,000-kilometre warranty.

"This is everything we've learned about V8 Supercar racing and building special road cars, but in one vehicle," said Grant.

HSV claims the car will sprint from rest to 100kmh in a Porsche-quick 4.7 seconds but its top speed will be limited to 250kmh, the same as its German rivals.

To ensure it has sufficient grip to handle the extra power (said to be 370kW, 20 per cent more than the most powerful V8 available in a Holden) HSV is due to fly a test car to a specially made automotive ice rink in Sweden to calibrate the car's stability control system. The idea is that if it can grip well on ice, it will grip even better on tarmac.

Source smh.com.au/

Boyd Coddington Hot Rod Dead At Age 63

World-renowned tuner and hot rod king Boyd Coddington died at 6:20 am this morning. The cause of death is still unknown. Coddington, founder of Boyds Wheels and designer of prize-winning custom cars, had recently been hospitalized twice for an undisclosed medical condition. Although he was though to be in recovery, rumors of his untimely death began circulating today throughout the forums. A spokesperson for Boyd Coddington's corporation has confirmed to Jalopnik that those rumors are true. The company will be releasing a statement later today.

My heartfelt condolences to his friends, family and fans.
Boyd Coddington will be remembered

Hummer H X Concept

SPECIFICATIONS:

Body style / driveline: two-door, four-seat open-top, four wheel-drive
Construction: welded steel frame, electro galvanized steel
Engine type: 3.6L V-6 VVT (variable valve timing) with spark-ignition, direct injection
Displacement (cu in / cc): 217 / 3564
Bore & stroke (in / mm): 3.70 x 3.37 / 94 x 85.6
Block material: sand-cast aluminum with cast-in bore liners
Cylinder head material: cast aluminum
Valvetrain: DOHC, 4 valves per cylinder, variable valve timing (VVT)
Fuel delivery: direct high-pressure fuel injection
Compression ratio: 11.3:1
Horsepower (hp / kW @ rpm): 304 / 227 @ 6300 rpm (est)
Torque (lb.-ft. / Nm @ rpm): 273 / 370 @ 5200 rpm (est)
Fuel Type: unleaded regular or E85 ethanol
Transmission: Hydra-Matic 6L50 six-speed electronically control automatic transmission
Suspension:
front: independent SLA, custom Fox Racing coil-over shocks; 2-in shocks, 2.5-in springs
rear: semi-trailing link, custom Fox Racing coil-over shocks; 2-in shocks, 2.5-in springs
Wheel travel (in / mm):
front: 9 / 228
rear: 11/ 279
Brakes: four-wheel disc; Brembo 6-piston calipers (front); Brembo 4-piston calipers (rear)
Rotor diameter x thickness (in / mm): 15 x 1.25 / 381 x 31.75
Wheel size & type: 20-inch x 9-inch
Tires: 35-inch custom Bridgestone Dueler
Wheelbase (in / mm): 103 / 2616
Overall length: 171 / 4343
Overall width (in / mm): 81 / 2057
Overall height (in / mm): 72 / 1829
Track (in / mm): 67 / 1702 (front); 68 / 1727 (rear)
Minimum ground clearance front (in / mm): 13 / 320
Approach angle (degrees): 56
Departure angle (degrees): 51
Breakover angle (degrees): 25
Grade capability (percent): 60
Side slope capability (percent): 40
Water fording capability (in / mm): 24 / 610 (at 5 mph)
Seating capacity: 4

2008 Rinspeed sQuba Concept World's first underwater car

Back in 1977, James Bond took a Lotus Esprit for a swim in The Spy Who Loved Me. It's only fitting that Swiss design company Rinspeed, known for its crazy concepts that often involve playing in the water, has based its newest creation on the Lotus Elise. Called the sQuba,

The sQuba is an all-electric vehicle with three motors, one to drive the car on land and two to power a pair of screw drives for underwater movement. These are aided by two Seabob jet drives that "breathe" through rotating louvers mounted on the car's fenders and appear to give the car its maneuverability underwater.

Some might think a submersible convertible sounds like a submarine with a screen door, but Rinspeed has got a handful of reasons why it didn't go with a closed cockpit. Safety is one, because in an emergency, occupants might not be able to exit a closed cockpit vehicle underwater. Buoyancy was another, as the vehicle would've needed two tons of extra weight to offset the volume of air inside a cockpit, which would've seriously compromised the car's on-road handling. The small issue of breathing underwater is solved by an onboard breathing system that works like, what else, scuba gear.

Gallery: Rinspeed sQuba Concept

As it is, the sQuba appears to act just like a normal Elise on land and rides on a stainless coil-over suspension wearing Pirellis wrapped around custom forged lightweight AEZ wheels (17-inches in front, 18 out back).



Other unique features include a salt-water resistant interior, super high-friction diamond abrasive materials so you don't float out of your seat, and a laser sensor system for driverless motoring that's been field tested at the DARPA Challenge. Clearly, Rinspeed has thought of everything, imbuing the sQuba with more technology than Q gave James in that old Esprit.

More Picures

[Source: Rinspeed]

Most Expensive Cars Ever Auctioned

These are the most expensive cars that were bought on auctions all over the world.

1931 Bugatti Royale Kellner Coupe - Sold For: $8,700,000 in November 1987
1929 Mercedes-Benz 38/250 SSK - Sold For: $7,443,070 in September 2004
1931 BugattiRoyale Berline De Voyager - Sold For: $6,500,000 in June 1986
1962 Ferrari 330 TRI/LM Testa Rossa - Sold For: $6,490,000 in August 2002
1966 Ferrari 330 P3 - Sold For: $5,616,000 in August 2000
1962 Ferrari 250 GTO - Sold For: $5,500,000 in November 1991
1930 Bentley Speed Six - Sold For: $5,109,700 in July 2004
1935 Duesenberg SJ Speedster - Sold For: $4,455,000 in August 2004
1937 Alfa-Romeo 8C-2900 - Sold For: $4,072,000 in August 1999
1956 Ferrari 410 Sport - Sold For: $3,822,500 in August 2001

World's Most expensive cars

Top 50 Supercars listed by price

1. $2 000 000 + USD : 2006 Ferrari 612 P4/5
2006 Ferrari 612 P4/5 Forum
4 Threads

2. $2 000 000 USD : 2006 Gemballa Mirage Evolution
2006 Gemballa Mirage Evolution Forum
14 Threads

3. $1 816 000 USD : 2005 Ferrari FXX
2005 Ferrari FXX Forum
19 Threads

4. $1 800 000 USD : 2006 Russo-Baltique Impression
2006 Russo-Baltique Impression Forum
0 Threads

5. $1 500 000 USD : 2002 Mercedes-Benz CLK GTR Roadster
2002 Mercedes-Benz CLK GTR Roadster Forum
8 Threads

6. 1 500 000 USD : 1994 Schuppan 962CR
1994 Schuppan 962CR Forum
10 Threads

7. $1 250 000 USD : 2002 Mercedes-Benz CLK GTR Super Sport
2002 Mercedes-Benz CLK GTR Super Sport Forum
8 Threads

8. $1 250 000 USD : 1995 McLaren F1 LM
1995 McLaren F1 LM Forum
8 Threads

9. $1 200 000 USD : 1994 Dauer 962 LeMans
1994 Dauer 962 LeMans Forum
52 Threads

10. $1 029 000 USD : 1991 Koenig C62
1991 Koenig C62 Forum
26 Threads

11. $1 000 000 USD : 1998 Nissan R390 GT1

12. $1 000 000 USD : 1996 Porsche 911 GT1

13. $1 000 000 USD : 1993 Ferrari 333 SP

14. $1 000 000 USD : 1992 DP 962

15. $970 000 USD : 1994 McLaren F1

16. $863 000 USD : 1999 Leblanc Caroline

17. $790 000 USD : 2005 Brabus SLR McLaren

18. $785 000 USD : 2005 Ferrari 575GTC Evoluzione

19. $785 000 USD : 2004 Ferrari 575GTC

20. $770 000 USD : 2004 Maserati MC12

21. $767 600 USD : 1987 Ferrari GTO Evoluzione

22. $750 000 USD : 2002 Bugatti 16/4 Veyron Preproduction

23. $741 000 USD : 2005 Pagani Zonda C12 F

24. $670 000 USD : 2002 Ferrari Enzo

25. $660 000 USD : 2006 a.d. Tramontana V12

26. $654 500 USD : 2006 SSC Ultimate Aero

27. $650 000 USD : 2001 Cadillac LMP

28. $645 000 USD : 1997 Lotus GT1

29. $610 910 USD : 2006 Koenigsegg CCX

30. 600 000 USD : 2006 Ascari A10

31. $575 000 USD : 1991 Lotec C1000

32. $555 000 USD : 2005 Saleen S7 Twin Turbo

33. $500 000 USD : 1996 Lamborghini Diablo VTTT

34. $480 000 USD : 1991 Lotec Colani Testa D'Oro

35. $480 000 USD : 1995 Ferrari F50

36. $470 000 USD : 2005 Honda NSX-R GT

37. $470 000 USD : 2001 BMW M3 GTR

38. $455 000 USD : 2004 Mercedes-Benz SLR McLaren

39. $440 000 USD : 2003 Porsche Carrera GT

40. $415 551 USD : 2001 Brabus S V12

41. $405 000 USD : 2003 Riley Mk XI

42. $398 000 USD : 1994 Hamann F40

43. $380 000 USD : 1992 Bugatti EB110 SS

44. $375 000 USD : 2003 Picchio DP2

45. $375 000 USD : 1990 Gemballa 911 Mirage

46. $371 000 USD : 2005 Brabus E V12 BiTurbo

47. $355 000 USD : 2002 Spyker C8 Double 12 S

48. $350 000 USD : 2002 Koenigsegg CC 8S

49. $350 000 USD : 1993 Lister Storm

50. $350 000 USD : 2002 Pagani Zonda C12-S

World fastest car

The Barabus "1005 bhp" supercar has finally been unveiled and the details on this machine are astounding. It's a true Italian-built exotic, though its twin-turbo 6.0-liter V8 that produces 1005 bhp is sourced from the U.K. According to Barabus, that motor will propel the all carbon-fiber car (body and chassis) to 60 mph in a mere 1.67 seconds, and on to a top speed of 270 mph. For those who didn't think this supercar was meant to be a Bugatti Veyron slayer, the new Barabus website that just went live today states, "The TKR is designed to compete with the world's fastest, quickest, best handling, most luxurious grand touring cars in the world" (our emphasis). Barabus will be producing 300-400 TKRs over a three-year production period, and fetching one will cost you £360,000. A sharp bargain compared to the Veyron's £600,000 (USD$1.1 million) asking price.

Fastest Cars in the World

Fastest Cars in the World

The followin figures are based on acceleration (in seconds) from
0 to 60 MPH.


2.6 - 1994 Dauer 962 LeMans
2.7 - 2000 Chevrolet Camaro ZL1 Concept
2.7 - 2000 Dodge Hennessey Viper Venom 800TT
2.7 - 1999 Leblanc Caroline
2.7 - 1993 Dauer 962 Le Mans
2.8 - 1996 Renault Espace F1
2.9 - 1991 Audi Avus Quattro
2.9 - 1997 Callaway C7 Corvette
2.9 - 1997 Dodge Viper GTS-R
3.0 - 2003 Bugatti 16/4 Veyron
3.1 - 2006 Mosler
3.1 - 1995 Ford GT-90
3.1 - 1993 Jaguar XJR-15
3.1 - 1998 Koenigsegg CC
3.1 - 1991 Lotec C1000
3.1 - 1991 McLaren F1
3.1 - 1995 Yamaha OX99-11
3.2 - 2002 Koenigsegg CC 8S
3.2 - 1992 Bugatti EB110 SS
3.2 - 1996 Quadraduce
3.3 - 1997 McLaren F1
3.3 - 2001 Saleen S7
3.3 - 1987 Vector Avtech WX3
3.4 - 1992 Bugatti EB110 GT
3.4 - 1985 Koenig Competition Evolution
3.4 - 1994 Schuppan 962CR
3.4 - 1987 Westfield SEI
3.4 - 1997 Dodge Viper Venom 600 GTS
3.5 - 2002 Pagani Zonda C12-S 7.3
3.5 - 2002 FERRARI ENZO
3.6 - 2002 Lamborghini Murciélago
3.6 - 2003 Ferrari Enzo
3.6 - 2001 Lamborghini Diablo
3.6 - 1997 Porsche 911 GT1
3.6 - 1987 Porsche 959
3.6 - 1997 RUF Porsche CTR-2
3.7 - 1991 BMW Nazca C2
3.7 - 1996 Ferrari F 50
3.7 - 1994 Lamborghini Diablo SE30 Jota
3.7 - 1996 Porsche 911 GT2
3.8 - 2003 Dodge Viper SRT-10
3.8 - 2000 Porsche 911 Turbo
3.8 - 1997 Campagna T-Rex
3.8 - 1992 Jaguar XJ220
3.8 - 1996 Lamborghini Diablo SV
3.8 - 1998 Lotus GT1
3.8 - 1994 Ultima Spyder
3.9 - 2006 Dodge Viper
3.9 - 2001 B. Engineering Edonis
3.9 - 2003 Viper SRT/10
3.9 - 1987 Ferrari F 40
4.0 - 2002 Chevrolet Corvette Z06
4.0 - 2000 Dodge Viper ACR Coupe
4.0 - 2001 Porsche Carrera GT
4.0 - 2003 Porsche 911 GT2
4.0 - 1993 Lamborghini Diablo SE30
4.1 - 2001 Ferrari 550 Barchetta
4.1 - 1990 BMW Nazca M12
4.1 - 1993 Lamborghini Diablo VT
4.1 - 1996 Lamborghini Diablo Roadster
4.2 - 2000 BMW Z8
4.2 - 2000 Ferrari 360 Modena
4.2 - 2002 Ferrari 575 M Maranello
4.2 - 1994 TVR Cerbera
4.2 - 1985 Vector W8 Twin Turbo
4.3 - 2003 Porsche 911 GT3
4.3 - 1996 Bugatti EB112
4.4 - 2002 Aston Martin Vanquish
4.4 - 2002 Lotus Esprit V8
4.4 - 1988 Cizeta Moroder V16T
4.4 - 1997 Dodge Viper GTS
4.4 - 1997 Gillet Vertigo
4.4 - 1996 Mega Monté Carlo
4.4 - 1996 Porsche 911 Turbo
4.4 - 1996 Spectre R42
4.4 - 1990 TVR Griffith
4.4 - 1996 Vector Aeromotive M12
4.5 - 2003 z06 Corvette
4.6 - 1996 Dodge Viper RT/10
4.6 - 1994 Ferrari F 512 M
4.6 - 1996 Ferrari F 355 GTS
4.6 - 1996 Ferrari F 355 Spider
4.6 - 1982 Lamborghini Countach
4.7 - 2003 Mercedes-Benz SL600
4.7 - 1992 Aston Martin Vantage
4.7 - 1996 Chevrolet Corvette ZR1
4.7 - 1997 Ferrari F 550 Maranello
4.7 - 1985 Isdera Commendatore
4.7 - 1996 Lotus Esprit S4S
4.7 - 1997 Rinspeed Mono Ego
4.8 - 1997 Chevrolet Corvette C5
4.8 - 1996 Lotus Esprit V8
4.8 - 1997 Panoz Roadster
4.9 - 2002 Acura NSX
4.9 - 1994 Chaterham Seven HPC
4.9 - 1989 De Tomaso Guara
4.9 - 1996 Ferrari F 355 Berlinetta
4.9 - 1996 Ford Mustang Saleen S351
4.9 - 1997 Italdesign Scighera

Bugatti Veyron

The Bugatti Veyron 16.4 is a mid-engine Supercar produced by Volkswagen AG subsidiary Bugatti Automobiles SAS. It is the quickest accelerating and decelerating street-legal production car in the world.

Powered by a 1,001 PS (987 hp/736 kW) W16 engine [2], it is able to achieve an average top speed of 408.47 km/h (253.81 mph) [3]. The car reached full production in September 2005, and is handcrafted in a factory Volkswagen built near the former Bugatti headquarters in Château St Jean in Molsheim (Alsace, France). It is named after French racing driver Pierre Veyron, who won the 24 hours of Le Mans in 1939 while racing for the original Bugatti firm.


As of now this cars may be for our eyes only due to their hefty price tag (please look at the price after completing the post), but these extreme machines are considered as Ideal ones and helps in designing next generation cars. This kind of machines pricks the mind of the manufacturers to produce incredible machines. Here is one such extreme machine called Bugatti Veyron 16.4 – the fastest, most powerful, most expensive production car in the history of the automotive industry.

Bugatti Veyron 16.4 has the luxury of a Rolls-Royce, the performance of a Formula One car, and the drivability of a Honda. It’s a combination that leaves the Mercedes-Benz SLR McLaren, the Ferrari Enzo, and other wannabes in the dust

Its 8.0-liter 16-cylinder engine has four turbochargers and produces 740 kilowatts (1001 metric horsepower, or 987 hp). And you want torque? How does 1250 newton-meters sound? The car reaches 100 km/h in 2.5 seconds from a standing start, and 300 km/h in 16.7 seconds. It has a top speed of 408 km/h..

The structure is made of carbon fiber and aluminum. The brakes are carbon ceramic, and the exhaust system is titanium. There are 10 radiators to dissipate the engine’s heat. To keep the car on the ground when its winglike shape develops lift at high speeds, there are front and rear air diffusers and a massive rear spoiler that deploys electronically to generate a drag force of 0.6 times the force of gravity. Ride height varies with speed from 125 to 66 mm.

To go beyond 375 km/h (233 mph), the driver must stop the car, insert a special key, and go through a checklist (”Seatbelts, check; oil, check; last will and testament, check”). At top speed, the Veyron runs through a full tank of gas in 12 minutes, for a fuel economy measured in gallons per mile. The U.S. Environmental Protection Agency (EPA) rates it at 3.846kpl and 7.692kpl in normal city and highway cycles. In average for a kilometer Bugatti Veyron 16.4 needs Rs186. Presumably, though, mileage won’t be a factor in anyone’s purchase of this vehicle, ever. From 400 km/h, the car can stop in 10 seconds, covering more than a kilometer while doing so.

In the rarefied world of the supercar, so-called volume production is measured in hundreds, sometimes just dozens of cars. By that standard, the 300 examples of the Veyron 16.4 that Bugatti Automobiles SAS, of Molsheim, France, expects to build—50 per year—qualify it as a volume car.

Bugatti built just 7000 cars between 1909 and 1956, from Grand Prix winners to the legendary Royale ultraluxury car. It seems the greatest of ironies that the storied French marque was revived by Volkswagen, parent company of Skoda and Audi. A pet project of former chairman Ferdinand Piëch, the development of the Veyron took eight years. Industry analysts don’t expect the company to recoup its investment.

But what a glorious piece of engineering it is. Volkswagen should be proud. Perhaps even Ettore Bugatti, a man of immense flamboyance, ego, and engineering genius, would be pleased.

Looking at the cost each Veyron costs about Rs 7.5 crores (you can buy 25 Mercedes Benz C- class for this money). If we are lucky Amitabh or Sachin may buy this car and we can see it on our favourite news channel CNN–IBN or NDTV Its our choice!

update: bugatti veyron special edition(naked) showcases at Frankfurt motor show

2008 Honda Accord

The 2008 Honda Accord comes with two engines: a 2.4 liter i-VTEC 4 cylinder and a 3.5 liter i-VTEC V6. The 2008 Honda Accord with the 2.4 liter i-VTEC 4 cylinder engine has a power output of 170 hp and gets 21 mpg in the city and 31 mpg on the highway. The 2008 Honda Accord with the 3.5 liter i-VTEC V6 engine has a power output of 190 hp at 7000 rpm and 162 lb-ft. of torque at 4400 rpm.















source:zercustoms.com


a pair of inline four-cylinder engines and two V-6 engine choices. The base engine is a 2.4-liter i-VTEC inline four-cylinder powerplant in the LX Sedan and LX-P Sedan. With 177 horsepower, this engine delivers an increase of 7% in horsepower compared to its predecessor, while operating on regular unleaded fuel (as before). The highly-efficient power plant meets Partial Zero Emissions Vehicle (PZEV) (AT only) or ULEV-2 emissions standards* and delivers EPA-estimated City/Highway fuel economy of 21/311 mpg (Sedan AT). In total, the new Accord's base engine is more powerful, cleaner and more fuel-efficient2 than the engine it replaces.
In the Accord LX-S Coupe and all EX and EX-L models, an even more powerful inline four-cylinder engine is standard. With a high-flow muffler and reprogrammed Powertrain Control Module (PCM), the 2.4-liter inline four-cylinder generates 190 horsepower at 7000 rpm and 162 lb-ft. of torque at 4400 rpm. Though it's by far the most powerful four-cylinder engine ever offered in a North American Accord, this powerplant is designed to run on regular unleaded fuel, and also meets PZEV (AT only) or ULEV-2 emissions standards.* With a 5-speed automatic transmission, it also delivers EPA-estimated City/Highway fuel economy of 21/31(1) mpg 2008 Honda Accord Powertrain Gallery: 2008 Honda Accord Powertrain
(Sedan AT) using the new 2008 EPA methodology. That makes it just as fuel efficient as the less-powerful four-cylinder engine found in the LX and LX-P Sedan.

Both four-cylinder engines are certified as PZEV in California, Connecticut, Maine, Massachusetts, New York, Pennsylvania, Rhode Island and Vermont. Fuel economy ratings and horsepower are unchanged, but these engines comply with tougher PZEV requirements, in part, by virtue of a special i-VTEC system that leaves one exhaust valve closed in each cylinder at low rpm, and the use of
new fuel injector and dual probe spark plugs that improve combustion, in addition to the near-zero evaporative emissions equipment.

* In states that adhere to California Air Resource Board (CARB) emissions standards. All engines meet Federal Tier-2/Bin 5 emissions standards. 1Estimates reflect new EPA fuel economy methods beginning with 2008 models. Use for comparison purposes only. Do not compare to models before 2008. Your actual mileage will vary depending on how you drive and maintain your vehicle.

Accord Sedan and Coupe V-6 models equipped with 5-speed automatic transmissions are powered by a 3.5-liter i-VTEC V-6 that is the most powerful
engine ever offered in a Honda vehicle. It features a new generation of Honda's advanced Variable Cylinder Management (VCM) variable displacement technology with a special SOHC i-VTEC valvetrain that allows it to operate in three different modes. Depending on driving conditions, the engine operates on three, four or all six cylinders to help boost fuel economy or power as needed.

With a 16% increase in displacement compared to the previous 3.0-liter Accord V-6, this new powerplant delivers 268 horsepower at 6200 rpm and 248 lb-ft. of torque at 5000 rpm, operating on regular unleaded fuel. That is a 10% increase in horsepower and a substantial 18% boost in torque as compared to the previous V-6.

The Accord V-6 meets PZEV (AT only) or ULEV-2 emissions standards.* Though it is larger and more powerful than any engine ever offered in Accord, the V-6 returns EPA-estimated 19/291 City/Highway fuel economy, using the 2008 EPA methodology. That makes it more fuel efficient than the smaller, less powerful engine it replaces when 2007 and 2008 models are tested using the identical 2008 EPA fuel economy evaluation parameters.

* In states that adhere to California Air Resource Board (CARB) emissions standards. All engines meet federal Tier 2/Bin 5 emissions standards.

The Accord EX-L V-6 Coupe with 6-speed transmission has a unique variant of the Accord V-6 that uses VTEC valve gear without VCM to achieve enhanced low- and midrange performance. This engine has the same peak horsepower and torque as the i-VTEC VCM engine, and meets ULEV-2 emissions standards. It is paired with a close-ratio 6-speed manual transmission for maximum performance and driving control.

Powertrain Features at A Glance

2.4-liter Inline 4-cylinder Engine (LX, LX-P Sedan)

- 2.4-liter, DOHC, i-VTEC® inline four-cylinder engine
- 177 horsepower at 6500 rpm
- 161 lb-ft. of torque at 4300 rpm
- i-VTEC® (Variable Valve Timing and Lift Electronic Control) + VTC (Variable Timing Control)
- EPA-estimated fuel economy of 21/31 mpg (AT Sedan) City/Highway1
- Regular unleaded fuel
- Direct ignition system
- Drive-by-Wire Throttle System™
- 5-speed automatic (available) or 5-speed manual transmissions
- Close-coupled catalytic converter plus under-floor catalytic converter
- ULEV-2 emissions compliant
- PZEV (AT only) version sold in California, Connecticut, Maine, Massachusetts, New York, Pennsylvania, Rhode Island and Vermont
- Dual-probe spark plugs
- Unique i-VTEC system provides single exhaust valve operation at low rpm

2.4-liter Inline 4-cylinder Engine (EX, EX-L Sedan; LX-S, EX, EX-L Coupe)

- 2.4-liter, DOHC, i-VTEC® inline four-cylinder engine
- 190 horsepower at 7000 rpm
- 162 lb-ft. of torque at 4400 rpm
- i-VTEC® + VTC
- EPA estimated fuel economy of 22/31 mpg (MT) City/Highway1
- Regular unleaded
- Direct ignition system
- Drive-by-Wire Throttle System™
- 5-speed automatic or 5-speed manual
- Close-coupled catalytic converter plus under-floor catalytic converter
- ULEV-2 emissions compliant
- PZEV (AT only) version sold in California, Connecticut, Maine, Massachusetts, New York, Pennsylvania, Rhode Island and Vermont
- Dual-probe spark plugs
- Unique i-VTEC system provides single exhaust valve operation at low rpm

V-6 Engine with Automatic Transmission (EX V-6, EX-L V-6 Sedan; EX V-6. EX-L V-6 Coupe)

- 3.5-liter, SOHC, i-VTEC® V-6
- 268 horsepower at 6200 rpm
- 248 lb-ft. of torque at 5000 rpm
- i-VTEC® provides Variable Cylinder Management (VCM) for fuel efficiency
- Magnesium intake manifold and valve cover
- Close-coupled catalytic converters plus under-floor catalytic converter
- EPA estimated fuel economy of 19/29 (Sedan), 19/28 (Coupe) mpg City/Highway1
- Regular unleaded
- Direct ignition system
- Drive-by-Wire Throttle System™
- 5-speed automatic
- ULEV-2 emissions compliant
- PZEV version sold in California, Connecticut, Maine, Massachusetts, New York, Rhode Island and Vermont
- Dual-probe spark plugs

V-6 Engine with Manual Transmission (EX-L V-6 6-Speed Coupe)

- 3.5-liter, SOHC, VTEC® V-6
- 268 horsepower at 6200 rpm
- 248 lb-ft. of torque at 5000 rpm
- VTEC® with variable intake manifold provides two intake cam profiles for enhanced low- and mid-range torque
- Close-coupled catalytic converters plus under-floor catalytic converter
- ULEV-2 emission compliant
- EPA estimated fuel economy of 17/25 mpg City/Highway1
- Regular unleaded
- Direct ignition system
- Drive-by-Wire Throttle System™
- 6-speed manual

Shared Engine Features

The following engine technologies are shared among all 2008 Accord models unless noted.

i-VTEC (all except Accord V-6 6MT Coupe)
Though the Accord four-cylinder engines and the V-6 with automatic transmission are all called i-VTEC powerplants, it is important to note that the details in each application differ. Honda's four-cylinder engines have double overhead camshafts (DOHC) and i-VTEC that is comprised of VTEC + Variable Timing Control (VTC) of the intake camshaft for optimized power production and fuel efficiency. In addition, PZEV variants also idle one of the two exhaust valves in each cylinder at low rpm for enhanced emissions performance. Accord V-6 engines (with the automatic transmission) use a Single Overhead Camshaft (SOHC) design that features i-VTEC with Variable Cylinder Management (VCM) to maximize fuel economy.

Dual-Probe Spark Plugs
The Accord's 4-cylinder and V-6 PZEV-compliant engine uses special dual-probe spark plugs (a first for Honda in North America) for faster mixture ignition speed and improved combustion stability. With the spark arcing just beyond the relatively large surface of the ground area, the air/fuel mixture is exposed to a larger portion of the spark, which enhances stable combustion.

Drive-By-Wire (DBW) Throttle System™
The Accord's drive-by-wire throttle system uses smart electronics instead of a conventional cable system to connect the throttle pedal to the throttle butterfly in the intake tract. Besides allowing engineers to program the relationship between throttle pedal movement and engine response, the system offers optimizes engine response to suit driving conditions. The system monitors throttle pedal position, throttle butterfly position, road speed, engine speed and engine vacuum. This information is used to define the throttle control sensitivity.

Programmed Fuel Injection (PGM-FI)
The Accord's PGM-FI continually adjusts the fuel delivery to yield the best combination of power, low fuel consumption and low emissions. Multiple sensors constantly monitor critical operating parameters, such as throttle position, intake air temperature, coolant temperature, ambient air pressure, intake airflow volume, intake manifold pressure, exhaust air-fuel ratio and the position of the crankshaft and cams.

Direct Ignition System
All Accord engines use direct ignition, which has a coil unit for each cylinder, positioned within each spark plug's access bore.

Fuel Injectors
The Accord engine's fuel injector nozzles reduce the typical size of fuel droplets by 34 percent compared to the 2007 model, which improves atomization and flame propagation inside the combustion chambers. The better atomization enhances combustion and reduces emissions.

High-Efficiency Catalytic Converters
Key contributors to the Accord engine's excellent emissions performance are its high-efficiency catalytic converters. All engines have their exhaust manifold(s) cast directly into the aluminum alloy cylinder head(s) to reduce weight and position each primary catalytic converter as close as possible to the combustion chambers. A high-efficiency close-coupled converter mounts directly to the exhaust port of each cylinder head for extremely rapid converter activation after engine startup. A second converter is positioned shortly downstream, beneath the passenger compartment floor. Both converters use a new thin-wall design that increases internal reaction area and improves efficiency.

Maintenance Minder System and Tune-Up Intervals
The Accord's standard Maintenance Minder system calculates the engine's tune-up schedule based on driving conditions (tracked by the ECU). When determining proper maintenance intervals, the system minimizes owner guesswork about whether the vehicle is being operated in standard or severe conditions. The Accord's Maintenance Minder information appears in the odometer display, and indicates when to change the oil, oil filter (every other oil change), air cleaner, transmission fluid, spark plugs and coolant, as well as when to rotate the tires. A tune-up is not required until 100K+/- Miles No Scheduled Tune-ups (may vary with driving conditions. Does not apply to fluid and filter changes. Exact mileage is determined by actual driving conditions. The owner's manual contains full detail).

Regular Unleaded Fuel Operation
To keep operating costs at a minimum, all Accord models are designed to use relatively less-expensive regular unleaded fuel, thanks to compact 4-valve combustion chambers and precise fuel injection and spark control.

177 Horsepower 2.4-liter Inline 4-cylinder Engine (LX, LX-P Sedan)

Overview
A 2.4-liter DOHC i-VTEC four-cylinder engine that develops 177 horsepower and 161 lb-ft. of torque powers the LX and LX-P Accord Sedans. This clean-running engine meets PZEV (AT only) emissions standards in select states, or Federal Tier 2, Bin 5 standards in all states. It delivers EPA-estimated 21/311 mpg City/Highway fuel economy (Sedan AT).

Engine Block and Crankshaft
Accord's 2.4-liter engine has a die-cast aluminum block with a single main-bearing cradle design that creates a rigid assembly to help minimize noise and vibration. Centrifugal spin cast iron cylinder liners provide long lasting durability. Each journal on the forged-steel crankshaft is micropolished to reduce internal friction.

Cylinder Head and Valvetrain
The Accord four-cylinder engine has a lightweight cylinder head that is made of pressure-cast aluminum alloy. A silent-chain drives dual overhead cams and four valves per cylinder. The cam drive is maintenance free throughout the life of the engine.

i-VTEC Valve Control System
The Accord's 2.4-liter, DOHC, 16-valve i-VTEC engine uses an advanced valve-control system to combine high power output with high fuel efficiency and low emissions. The Accord system combines Variable Timing Control (VTC), which continuously adjusts the intake camshaft phase, with Variable Valve Timing and Lift Electronic Control (VTEC), which changes valve lift, timing and duration of the intake valves.

At low rpm, the VTEC intake valve timing and lift are optimized for rapid swirl-pattern cylinder filling. As engine rpm builds past 5000 rpm, the VTEC system transitions to a high-lift, long-duration intake cam profile for superior high-rpm engine power.The "intelligent" portion of the system is its ability to continuously vary the timing of the intake cam relative to that of the exhaust camshaft. This helps boost power and also provides a smoother idle (allowing idle speed to be reduced). The intake cam timing is varied based on input from sensors that monitor rpm, timing, throttle opening, cam position and exhaust air-fuel ratio. The result is increased fuel economy and lower NOx emissions.

PZEV Version
A PZEV version of the 177- and 190-horsepower four-cylinder engines is sold in California, Connecticut, Maine, Massachusetts, New York, Pennsylvania, Rhode Island and Vermont. The principal differences between the PZEV Accord and the ULEV-2 version sold in all states are single exhaust valve operation at low rpm, special dual-probe spark plugs and remapped Powertrain Control Module (PCM) programming, in addition to the near-zero evaporative emissions equipment. The horsepower, torque and EPA-estimated fuel economy of the PZEV and ULEV-2 engines are identical.

Single Exhaust Valve Operation
The Accord's 2.4-liter DOHC i-VTEC PZEV-compliant engine has two modes of exhaust valve operation. Below 2500 rpm, only one exhaust valve operates, creating a strong rotational flow in the exhaust gases that creates a "thermal reactor" effect to reduce hydrocarbon emissions. Above 2500 rpm where exhaust flow increases, a hydraulically actuated pin locks the rockers for both exhaust valves together so they operate in unison, following a single cam profile.

190 Horsepower 2.4-liter Inline 4-Cylinder Engine (EX, EX-L Sedan; All Coupes)

Overview
The 2.4-liter inline four-cylinder engine that powers the EX, EX-L Sedan and LX-S, EX and EX-L Coupe is closely related to the engine in the LX Sedan and LX-P Sedan. The 190-horsepower inline four-cylinder meets ULEV-2 in all states, and PZEV (AT only) emissions standards in select states. Like the 177-horsepower engine, the 190-horsepower engine's PZEV variant has single exhaust valve operation at low rpm, dual-probe electrode spark plugs and special PCM mapping.

The key feature that allows this engine to make an additional 13 horsepower and 1 lb-ft. of torque compared to the 177-horsepower four-cylinder engine is a special exhaust system with larger diameter tubing and a variable-valve silencer design that nets a 31% increase in flow relative to the previous generation Accord four-cylinder system. Despite its performance advantage, this engine delivers the same EPA-estimated 21/311 City/Highway fuel economy (Sedan AT) as its less powerful counterpart. Inside the interior of 190-horsepower Accord models, an Active Noise Control system (ANC) helps reduce certain undesirable sound frequencies for greater passenger comfort. (Please see the Interior tab for more information.)

268 Horsepower 3.5-liter i-VTEC V-6 (EX V-6, EX-L V-6 Sedan; EX-L V-6 Coupe)

Overview
The 3.5-liter SOHC i-VTEC V-6 engine available in the Accord Sedan and Coupe is the largest and most powerful engine ever offered in a Honda passenger car. It builds on technologies that have been developed and refined on previous Honda powerplants. With its 60-degree V-angle, the Accord's V-6 engine is inherently very smooth and has compact overall dimensions that allow efficient packaging within the vehicle. The V-6 with automatic transmission incorporates a new-generation of i-VTEC technology that boosts fuel efficiency using Variable Cylinder Management (VCM).

Engine Block and Crankshaft
The Accord's available V-6 has a die-cast lightweight aluminum alloy block with cast-in-place iron cylinder liners. Made with a centrifugal spin casting process, the thin-wall liners are high in strength and low in porosity. The block incorporates a deep-skirt design with four bolts per bearing cap for rigid crankshaft support and minimized noise and vibration. Both the block and caps are heat treated for greater strength.

Cylinder Heads/Valvetrain
Like other Honda V-6 powerplants, the Accord V-6 cylinder heads are a single-overhead-camshaft design, with the cams driven by the crankshaft via an automatically tensioned toothed belt. Made of low-pressure cast, low-porosity aluminum, each cylinder head incorporates an integrated exhaust manifold to reduce parts count, improve flow and optimize the location of the close-coupled catalyst on each cylinder bank.

i-VTEC with 3-stage Variable Cylinder Management™ (VCM™)
The Accord's available SOHC V-6 with automatic transmission includes i-VTEC with VCM. With the boost in fuel efficiency attributable to VCM, the larger and more powerful Accord V-6 with automatic transmission actually gets better fuel economy than its smaller, less powerful predecessor when tested with the same methodology. Using the EPA's new 2008 methodology, the Accord V-6 Sedan returns EPA-estimated fuel economy of 19/29 City/Highway. That is an increase over the previous Accord V-6 (18/26 City/Highway) of 1 mpg City/3 mpg Highway, when both vehicles are compared with the same 2008 methodology.

VCM Operation
To help improve the fuel efficiency of the V-6 engine available with the 5-speed automatic transmission, a new generation of Honda's VCM is used. This is the first application of VCM on a non-hybrid Accord model. Unlike previous VCM systems that switched between three- and six-cylinder operation, the Accord's system can operate on three, four or all six cylinders.

During startup, acceleration or when climbing hills - any time high power output is required - the engine operates on all six cylinders. During moderate speed cruising and at low engine loads, the system operates just one bank of three cylinders. For moderate acceleration, higher-speed cruising and mild hills, the engine operates on four cylinders.

With three operating modes, the VCM system can finely tailor the working displacement of the engine to match the driving requirements from moment to moment. Since the system automatically closes both the intake and exhaust valves of the cylinders that are not used, pumping losses associated with intake and exhaust are eliminated and fuel economy gets a further boost. The VCM system combines maximum performance and maximum fuel economy - two characteristics that don't typically coexist in conventional engines.

VCM deactivates specific cylinders by using the VTEC (Variable Valve-Timing and Lift Electronic Control) system to close the intake and exhaust valves while simultaneously the Powertrain Control Module cuts fuel to those cylinders. When operating on three cylinders, the rear cylinder bank is shut down. When running on four cylinders, the left and center cylinders of the front bank operate, and the right and center cylinders of the rear bank operate.

The spark plugs continue to fire in inactive cylinders to minimize plug temperature loss and prevent fouling induced from incomplete combustion during cylinder re-activation.

The system is electronically controlled, and uses special integrated spool valves that do double duty as rocker-shaft holders in the cylinder heads. Based on commands from the system's electronic control unit, the spool valves selectively direct oil pressure to the rocker arms for specific cylinders. This oil pressure in turn drives synchronizing pistons that connect and disconnect the rocker arms.

The VCM system monitors throttle position, vehicle speed, engine speed, automatic-transmission gear selection and other factors to determine the correct cylinder activation scheme for the operating conditions. In addition, the system determines whether engine oil pressure is suitable for VCM switching and whether catalytic-converter temperature will remain in the proper range. To smooth the transition between activating or deactivating cylinders, the system adjusts ignition timing, drive-by-wire throttle position and turns the torque converter lock-up on and off. As a result, the transition between three-, four-, and six-cylinder operation is unnoticeable to the driver.

Active Control Engine Mount (ACM) and Active Noise Control (ANC)
The ACM system is used to minimize the effects of engine vibration as the VCM system switches cylinders on and off. Sensors alert the Electronic Control Unit (ECU) to direct ACM actuators positioned at the front and rear of the engine to move to cancel engine vibration. Inside the interior of the Accord, the ANC system works in cooperation with the ACM system to further reduce any sound relating to the function of the VCM system. (Please see the Interior tab for more information.)

V-6 High-Flow Exhaust System
The Accord V-6 has a completely new exhaust system to accommodate its larger displacement and increased power output. Tubing diameter has been increased and new dual silencers are used. In total, the changes provide a 38% increase in exhaust flow compared to the previous V-6 system.

3.5-liter VTEC V-6 (Manual Transmission EX-L V-6 6MT Coupe)

Overview
The Accord V-6 Coupe with 6-speed manual transmission uses a unique version of the 3.5-liter V-6. In place of the i-VTEC cylinder heads that incorporate Variable Cylinder Management (VCM) technology for enhanced fuel economy, the performance-oriented 6-speed V-6 Coupe has VTEC cylinder heads that operate all six cylinders under all driving conditions. The engine switches between two different intake valve profiles based on the operating conditions to deliver superior low- and mid-range power, while achieving the same peak 268 horsepower and 248 lb-ft. torque figures found in the automatic transmission version with VCM. The engine also features a variable intake manifold (constructed of lightweight magnesium) to improve low- to mid-range torque.

VTEC® (Variable Valve Timing and Lift Electronic Control)
VTEC® operates the engine's 12 intake valves in two distinct modes. At low engine speeds, the intake valves follow low lift and relatively short duration cam profiles. At high engine speeds the valves switch to high-lift, long-duration mode to deliver the best volumetric efficiency. The V-6 with 6-speed manual transmission has a VTEC changeover point that occurs at approximately 5000 rpm.

Intake and Exhaust Tuning
The intake and exhaust systems on the Accord Coupe V-6 with six-speed manual transmission feature exclusive intake and exhaust tuning for sporty sounding performance. The intake is designed to resonate a unique performance sound at mid and high rpms, while the exhaust is designed to convey a low, powerful note at low to mid rpm.

Transmissions

5-Speed Manual Transmission
A lightweight, compact 5-speed manual transmission is available with either the 177- or 190-horsepower Accord four-cylinder engine. Housed in a rigid die-cast aluminum case, the transmission uses multi-cone synchronizers on first through fourth gears that contribute to a smooth, fluid shift feel. A single plate clutch with a diaphragm-type spring provides smooth, progressive engagement combined with low pedal effort.

Close-Ratio 6-Speed Manual Transmission
While most Accord V-6 models have a 5-speed automatic transmission, the EX-L V-6 Coupe is also available with a close-ratio 6-speed manual transmission. This short-throw unit is designed to take advantage of the high power and torque of the new Accord V-6 engine and give enthusiast drivers maximum control.

Substantially lighter than the automatic transmission, the 6-speed manual features a high-pressure die-cast aluminum-alloy transmission housing to save weight. High-strength steel gears are used, and the shafts are hollow, netting a further reduction in weight.

Closely spaced ratios help provide stronger acceleration by keeping engine revs up closer to the engine's horsepower peak. A reverse lockout feature prevents the transmission from accidentally being shifted into reverse while the car is moving forward.

The Accord's manual transmission is matched with a compact clutch unit that is self-adjusting for consistent pedal stroke and load throughout its service life. A dual-mass flywheel cuts down the transfer of engine vibration into the cabin and provides increased comfort during shifting and helps to reduce noise.

5-Speed Automatic Transmission
Accord four-cylinder and V-6 models are available with 5-speed automatic transmissions with Grade Logic Control. Four-cylinder engines have a compact three-shaft transmission design that is engineered for smooth operation and fuel efficiency. To accommodate the large displacement and high power output of the Accord V-6 engine, a four-shaft, 5-speed automatic transmission related to the transmission used in the Honda Odyssey is used.

Accord's Powertrain Control Module (PCM) manages overall powertrain operation, and provides precise management of the interaction between automatic transmission and engine. This integrated control strategy makes for smoother shifts with reduced shift shock. VCM engines are equipped with a long torsional control damper to helps enhance overall transmission smoothness.

Different transmission gear ratios are used for the 177-horsepower and 190-horsepower four-cylinder engines. To take full advantage of the 190-horsepower engine's added high-rpm power, its 5-speed automatic transmission has lower second-, third- and fourth-gear ratios (higher numerically). This provides an added boost to acceleration and responsiveness. The first- and the fifth-gear ratios are common among all four-cylinder engines, resulting in an efficient and quiet cruising rpm at higher speeds.

Grade Logic Control
To reduce gear "hunting" and unnecessary shifting, Grade Logic Control and Shift Hold Control systems are integrated into the shift programming of Accord automatic transmissions. Grade Logic Control alters the 5-speed automatic's shift schedule, reducing shift frequency while traveling uphill or downhill. Using inputs monitoring throttle position, vehicle speed and acceleration/deceleration, Grade Logic compares the operating parameters with a digital map stored in the transmission computer. When the system determines the Accord is on a hill, the shift schedule is adjusted to automatically hold the transmission in a lower gear for better climbing power or increased downhill engine braking.

Shift Hold Control
Shift Hold Control prevents upshifts to higher gears (fourth and fifth) in repeated winding-road situations where the throttle is quickly released and the brakes are applied. This reduces disturbance to the chassis when entering a corner, and ensures strong power is available without a downshift. Shift Hold Control improves throttle responsiveness and reduces unnecessary shifting on curving roads.

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2008 Suzuki Hayabusa 1300 vs 2008 Kawasaki ZX-14

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2006 Suzuki Hayabusa 1300




The Suzuki Hayabusa GSX1300R is the fastest production bike on the planet, we're merely stating the facts. It is, pure and simple, an engineering masterpiece that turns advanced technology and aerodynamic design into unmatched performance. But that's not all, in addition to the incredible performance you get from the Hayabusa, you also get an extra large serving of style. The sleek, long, low look of the Hayabusa is unique in the motorcycling world and is sure to turn heads wherever you choose to ride.

The Hayabusa's engine performance is incredible, offering awesome acceleration the instant you twist the throttle, providing performance you have to experience to truly appreciate. Its secret? Nothing short of Suzuki's most sophisticated technology. Including digital electronic fuel injection for crisp, instantaneous throttle response. And a unique version of Suzuki Ram Air DirectTM (SRAD) induction, with pressurized air ducted into a large-capacity airbox and forced into the engine through straight, downdraft intake tracts.

That kind of performance demands world-class handling, and the Hayabusa delivers. Its solid chassis was developed using the latest lessons learned on the race track. And with fully adjustable, titanium-nitride/coated 43mm inverted front forks and a state-of-the-art rear suspension system, it offers precise responsiveness in tight corners and solid performance in sweeping turns - matched by a plush ride on the highway.

The 2006 Hayabusa GSX1300R. Experience its performance and you'll know why it's known as the ultimate sport machine.


Engine Features
-Compact 4-stroke, four-cylinder liquid-cooled engine with DOHC, 16-valves, Twin Swirl Combustion Chambers, plus gear-driven counterbalancer for smooth operation.

-Electronic fuel injection system, fed by 46mm throttle bodies and ram air intake with large volume airbox.

-Lightweight shim-under-bucket valve train with narrow 14 degree valve angle for high combustion chamber efficiency

-High efficiency liquid cooling system for optimum engine operating temperature, including compact air-cooled oil cooler and oil-jet piston cooling
SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation

-6-speed transmission with high-capacity clutch featuring back-torque limiter system for smooth downshifts and scissors-type primary gear for reduced gear noise

-Large volume 4-into-2 exhaust system with stainless steel head pipes and lightweight aluminum silencers

-Digital direct-ignition system combines an ignition coil with each spark plug cap for reduced weight and stronger spark


Chassis Features
Turn signal lens color are white for a modern appearance

-Aerodynamic fairing design with low drag coefficient - all fairing components have been designed for reduced drag and turbulence

-Full instrumentation with ultra-thin step-motor construction. Includes fuel gauge, clock, temperature gauge, LCD odometer and twin tripmeters with fuel mileage indicator

-Unique, vertically mounted dual headlight provides a bright, wide beam with a 60W projector-type high-beam and a 55W low-beam halogen bulb

-Rigid twin-spar aluminum frame minimizes weight while maintaining high torsional strength

-Large diameter (43mm) inverted front forks with titanium-nitride-coated inner fork tubes and fully adjustable compression & rebound damping and spring preload, plus steering damper

-Proven link-type rear suspension with remote reservoir shock absorber - rear suspension features fully adjustable rebound damping and compression damping and spring preload

-Bridge-type swingarm with large diameter swingarm pivot shaft provides high swingarm rigidity

-Powerful front disc brakes with large 320mm discs and gold-colored 6-piston calipers

-Rear disc brake with 240mm disc and 2-piston caliper

-Radial tires mounted on lightweight 3-spoke aluminum wheels - wide 190-size rear tire is mounted on 6" wide rim

-Hinged fuel tank simplifies maintenance and provides easy access to the airbox and air filter

-Utility/Convenience Features

-Headlight switches off during startup to reduce load on battery


SPECIFICATIONS
-Engine:1299cc, 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve, TSCC
-Bore Stroke: 81.0 x 63.0mm
-Compression Ratio: 11.0:1
-Fuel System: Keihin/Denso Fuel Injection
-Lubrication: Wet sump
-Ignition: Digital/Transistorized
-Transmission: 6-speed, constant mesh
-Final Drive: #530 chain
-Overall Length: 2140mm (84.3 in.)
-Overall Width: 740mm (29.1 in.)
-Overall Height: 1155mm (45.5 in.)
-Seat Height: 805mm (31.7 in.)
-Ground Clearance: 120mm (4.7 in.)
-Wheelbase: 1485mm (58.5 in.)
-Dry Weight: 217kg (478 lbs.) 218kg (480 lbs.) CA. model
-Suspension Front: Inverted telescopic, coil spring, fully adjustable spring preload, 14-way adjustable rebound damping and 13-way adjustable compression damping
-Suspension Rear: Link-type, gas/oil damped, fully adjustable spring preload, 22-way adjustable compression & rebound damping
-Brakes Front: Dual hydraulic disc
-Brakes Rear: Single hydraulic disc
-Tires Front: 120/70-ZR-17
-Tires Rear: 190/50-ZR-17
-Fuel Tank Capacity: 21 liter (5.5 gal.) 19.0 liter (5.0 gal.) CA. model
-Color: Black/Gray, Black/Red, Gray/Blue



2006 Kawasaki ZX-14

"KAWASAKI NINJA® ZX-14 COMBINES THE BEST OF EVERYTHING TO DELIVER SERIOUS MOTORCYCLISTS THAT ELUSIVE ULTIMATE RIDE."



INTRODUCTION
Sleek aerodynamics, unmatched power, acceleration, and stability combine to provide balance to company’s latest flagship.

If ever a brand of motorcycles was defined by the sheer power emanating from its long history of record-breaking sportbikes, Kawasaki would hold that mantel. If ever a brand would be expected to rightfully incorporate the meaning of the word “ultimate” into its newest flagship street carver, Kawasaki fits the bill. That’s just what the company has done with the Ninja® ZX™-14, a 1352cc motorcycle that is its most powerful ever, and succeeds in setting the performance standards for others to follow.

Kawasaki engineers and designers have created a motorcycle that turns its Ram Air and fuel-injected engine into the core of a powerful, torque-producing, aerodynamic stunner that will draw attention from onlookers whether on the road, or parked on the roadside. Wrapped in a choice of Passion Red, Ebony, or Candy Thunder Blue, the new ZX-14 makes blending into the scenery nearly impossible. It accelerates with ease, handles with assurance, and exudes an aura unmatched by anything else on the street.

This most powerful of all Kawasaki-branded motorcycles was created to do everything right. Right from the beginning.

Its aerodynamics reminds users that Kawasaki is indeed an aircraft maker. The blending of form, power, and handling characteristics have delivered a debut unit that is so balanced in all aspects that the word—ultimate—seems barely adequate to describe it.

This all new in-line four has evolved from the Ninja ZX-12R and features a bore and stroke of 84 x 61mm packed into a purposefully designed compact outline that minimizes engine width, leaving it at virtually the same width as the 12R.

A twist of the throttle delivers a seamless spread of torque that is so linear, the “power band,” per se, ceases to exist. Riders will pay particular attention to the impressive response that kicks in once the motor exceeds 6,000 rpm. Those that have ridden this newest Kawasaki flagship marvel at the torque response that makes pulling away from a total stop in almost any gear a possibility.

The engine uses a secondary balancer to tame unwanted vibrations, and a direct-actuation shift lever is lighter than conventional linkage-type set-ups, offering a more direct feel for the rider.

The ZX-14’s chassis design is every bit the equal of its power plant. It is an advanced version of Kawasaki’s unique aluminum monocoque frame, lightweight and very strong. This sophisticated approach gives the ZX-14 a responsive handling quality and incredible highway stability. By utilizing this frame technology, engineers were able to concentrate on delivering, as mentioned, a very slim, compact package. Inherently more rigid than twin-spar frames, and with the engine rigid-mounted, the monocoque’s strength is greatly increased.

With the engine positioned forward in the frame, engineers were able to carefully select the wheelbase and front/rear wheel weight balance to achieve both high speed stability and responsive handling. The ZX-14 uses an inverted 43mm cartridge fork and new Uni-Trak® linkage rear suspension to complement the highly rigid frame, thus offering both great controllability at high speeds and superb road holding when sport riding on twisting hill roads.

Does this ultimate combination of engine performance and chassis design make the Kawasaki ZX-14 rider-friendly?

The engineers and designers sought to combine the utmost elements of today’s motorcycle technologies, yet still provide a package that is both approachable—and usable. The ZX-14 delivers seamless power, a smooth ride, and friendly ergonomics. Together, these characteristics are manifested in a ride that is surprisingly non-intimidating, yet still maintains the heart of the rebel so much a part of Kawasaki’s brand heritage.

Offering a very relaxed sport riding position, it is compact without being cramped, and the bars are positioned so riders don’t have to stretch to reach them. The narrow engine, monocoque frame, and fuel tank make it easy for the rider to keep his knees close together in any riding conditions. Footpegs are low-set to give ample legroom and the low seat height and narrow seat front make planting feet on the ground when stopped a cinch.

And when the rider is stopped, the motorcycle will be the center of attention. Because the monocoque frame goes over the engine and doesn’t protrude through the fairing, the fairing design lines are uninterrupted, giving it a smooth, flowing appearance, from front to rear. Quadruple projector beam headlights adorn the ZX-14’s front cowl, with the outer lights containing position lamps and high beams. Low beams are located in the two center lamps. The front and rear turn signals are integrated into the fairing and rear cowl, and the all new LED tail lamp features a unique “V” design.

Other key features of the Kawasaki ZX-14:

- Instrument cluster with easy-to-read, white-faced dual analogue speedometer and tachometer.

- Shift indicator light and clutch engagement light.

- Multi-function LCD digital display includes fuel gauge, gear indicator, dual trip meters, odometer, and clock.

- Large diameter petal brake discs, radial mount front calipers and a radial pump brake master cylinder for impressive braking performance and superb feel.

- Hydraulically operated clutch features a radial mount clutch master cylinder for worry-free, silky smooth clutch operation.

- Fuel tank features a flush-surface tank cap.

- Idling speed control system contributes to easy starting capability.

- Lightweight Denso radiator with high-density cores provides efficient cooling.

- Massive head pipe casting contributes to frame rigidity.

- Airbox located in the frame, contributing to a very compact layout.

- Engine and chassis components designed to maximize mass centralization.

- Newly designed wheels feature center ribs which are slightly offset so that tire balance weights can be located at the wheel centerline.

All told, Kawasaki has once again brought its engineering and design expertise to the forefront of motorcycle creation. The Ninja ZX-14 lives up to its predecessors, and far surpasses them, as the meaning of the word “ultimate” has found a new definition.


SPECIFICATIONS
-Engine Type: 4-Stroke, 4-Cylinder, Liquid-Cooled, DOHC, 4 Valve Cylinder Head
-Displacement: 1352 cc
-Bore & Stroke 84.0 x 61.0 mm
-Maximum Torque: N/A
-Compression Ratio: 12.7:1
-Fuel Injection: DFI with Mikuni 44mm Throttle Bodies (4)
-Ignition: TCBI with Digital Advance
-Transmission: 6-Speed
-Final Drive: X-Ring Chain
-Rake/Trail: N/A
-Front Wheel Travel: N/A
-Rear Wheel Travel: N/A
-Front Tire Size: N/A
-Rear Tire Size: N/A
-Wheelbase: N/A
-Front Suspension: 43mm Inverted Cartridge Fork with Adjustable
-Preload, Stepless Rebound and Compression Damping
-Rear Suspension: Uni-Trak with Adjustable Preload, Stepless
-Rebound and Compression Damping, Ride Height
-Front Brake Type: Dual Floating Petal Discs with 4-Piston Calipers
-Rear Brake Type: Single Petal Disc
-Fuel Tank Capacity: N/A
-Seat Height: N/A
-Dry Weight: N/A
-Color: Passion Red, Ebony, Candy Thunder Blue
-Warranty: 12 months
-Good Times Protection Plan: 24, 36 or 48 months


Features
Key Features:

- Distinctive Ninja® Styling

- Most Powerful Production Kawasaki Engine

- Next Generation Monocoque Aluminum Frame

- Comfortable Riding Position

1,352cc Four-Cylinder, DOHC(KP) Engine

- The most powerful production Kawasaki motorcycle engine ever.

- Tuned to provide smooth power across a very wide rev range while raising the legendary Kawasaki horsepower standards to a new level.

- Carefully planned engine design keeps it compact and narrow.

- Chrome composite plated(KP) aluminum cylinder bores are lightweight, durable, and quickly carry heat away from the combustion chamber and piston for supreme durability at high power outputs.

Gear-Driven Dual Engine Balancers(KP)

- Already in perfect primary balance, dual secondary balancers virtually eliminate unwanted vibrations for extremely smooth engine operation and rider support.

Ram Air Induction(KP)

- Central Ram Air duct produces a straighter path to the airbox for maximum intake efficiency. Similar inlet design to the Ninja ZX-6R and ZX-10R gives the ZX-14 consistent Kawasaki Ninja styling.

- This system takes cooler, high-pressure air from in front of the fairing and guides it through the air cleaner and into the engine for maximum power output.

Digital Fuel Injection(KP)

- 44mm Mikuni throttle bodies are fitted with sub-throttle valves(KP) that are controlled by the ECU to provide precise response and make DFI performance smoother, with response similar to constant velocity carburetors.

- 32-bit electronic control unit works with dual throttle valve system to further enhance throttle response and control.

- A digital computer feeds the engine exactly the amount of fuel it needs for cleaner emissions and maximum fuel economy.

Digital Ignition

- Digital Timing Advance enhances low-and mid-range power.

- Four individual spark plug-mounted ignition coils fire each spark plug independently to achieve the optimum timing for that cylinder at that instant.

Radial Pump Clutch

- Hydraulic clutch features a radial-mount clutch master cylinder for very smooth clutch operation.

Next-Generation Monocoque Aluminum Frame(KP)

- Evolved from the ZX-12R, the frame is a hollow aluminum box that arches over the engine from the steering head to the swing arm pivot. It is narrow, strong, rigid and very light.

- Engine is rigidly mounted to increase the monocoque’s torsional rigidity. Plus using the engine as a stressed frame member decreases the frame’s weight by approximately four pounds.

- Engine positioned forward in the frame, wheelbase and front/rear weight balance were carefully designed to achieve high-speed stability and responsive handling.

- The monocoque section houses the air box and air filter in a space-saving design that actually simplifies air cleaner maintenance. Two screws hold a plate on the left side of the frame that allows air cleaner access.

- The battery is also housed within the frame and has simple access through the back side of the frame.

- The steering head and swing arm pivot areas are cast aluminum for superior strength and rigidity.

Inverted 43mm Cartridge Type Front Fork(KP)

- Damping rates offer stiff initial action to resist front-end dive when braking.

- Stepless damping adjustment improves suspension performance.

Bottom-Link Uni-Track® Rear Suspension(KP)

- Linkage rates provide linear suspension action.

- The bottom-link design concentrates the weight lower in the chassis for a lower center of gravity, which makes the bike more flickable.

Radial Mounted Petal Front Disc Brakes

- Radial mounted 4-piston front brake calipers. Instead of mounting the calipers with threaded tabs cast near the top of the caliper, the radial design utilizes integrated mounting points at both the top and bottom of the caliper, with the mounting bolts inserted through the rear of the caliper instead of the side/front. This makes the caliper more rigid, which improves brake feel over a wider range of operation.

- A separate brake pad is used for each piston. One large pad can deform with the heat generated by hard track style riding, resulting in a loss of brake feel at the lever. Individual pads provide increased cooling efficiency and can absorb more heat without deforming so they maintain consistent brake feel lap after lap.

- Petal design brake discs provide better cooling and warp resistance.

- Radial-pump front brake master cylinder improves brake performance and lever feel.

Wind Tunnel-Designed Bodywork

- Since the monocoque frame goes over the engine the fairing is uninterrupted by protruding frame spars, adding to the extremely long and low styling. Both the front and rear turn signals are integrated into the bodywork and have clear lenses to enhance the appearance.

- Quadruple projector beam headlights give the ZX-14 a distinctive nose. The outer lights contain position lamps and the high beams, while the low beams are in the center lamps.

Full Instrumentation

- Dual analog speedometer and tachometer with white faces are easy to read.

- Multi-function LCD digital display includes an odometer, two trip meters, gear position indicator and a clock.

- Programmable shift indicator lamp illuminates at pre-set rpm to signal rider upshift.

- Programmable clutch engagement lamp illuminates at pre-set rpm to signal the rider to engage the clutch.

- A CAN (Controller Area Network) interface between the meter uses fewer wires while allowing a greater volume of information, such as estimated fuel mileage, to be exchanged.


In my personal opinion, I'm going to go with the Hayabusa. Being that I haven't seen the ZX-14 in person, it's not really a fair comparison. I'm all about "All go, All show". The bike has to look nice, and fast. The Hayabusa has all that and some history to back it up. The ZX-14 is the ugliest SuperSportBike that I've ever seen. It might put down some nice numbers at the track or on the dyno, but it needs a serious face lift. I can sacrifice a little horsepower for some nicer looks. I don't really see the ZX-14 being any competition with the Busa, on the market that is. There will be some race wars on the street/track between the two.