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The 2.0 HDi - which also featured in the 3008 HYbrid4 - drives the front wheels while an electric motor drives the sticks for a CO2 output of 109g/km and combined fuel economy of 67.2mpg.

 2013 Peugeot 508 RXH
With a combined power of 200bhp from its power source, 508 RXH able to offer a new driving experience, with four modes: automatic, zero-emission sport or 4WD. The car is about 330 pounds feet of torque at your disposal for more than two engines.

The model has several dimensions of 508 SW, a track larger than 40 mm and the height increases by 50 mm. Peugeot says the 508 RXH represents a new, high-level status, and so the car is well equipped with power front seats, Head-Up Display, 18-inch wheels, panoramic glass roof, tinted windows laminated acoustic side and a half seats leather as standard.

The version of the diesel-electric hybrid will show in Frankfurt to launch a special limited edition of just 300 units, of which 30 are for the UK when the car goes on sale next spring. Each example is individually numbered in a paint finish and a brown suede and leather interior.

The revealed GLK-CLASS, set to get its first group vacation at next week’s New You are able to website screen, continues to be allocated with the option of three programs in Europe. They include Mercedes-Benz’s widely used 2.1-litre four-cylinder typical monitor program – the OM651 as it is known inner.Joining it is the GLK250 BlueTec 4Matic. It uses a twin-turbocharged version of the OM651 offering the same 201bhp and 368lb ft of turning as the pre-facelifted version of the GLK but now comes set with urea taken as traditional. It is mentioned to hit 62mph in 8.0sec and come again the same 46.3mpg and 159g/km outcomes as its less successful diesel petrol fuel buddies.The inner has also been enhanced with new program design, a main set up products selector – Mercedes-Benz’s so-called Immediate Swap stalk that let go up area on the hub program for larger cup entrepreneurs and provided oddment stowage, rounded air circulation techniques and top excellent reduce areas.Among the solutions is a whole wide range of new security actions, such as the anticipatory Pre-Safe program, effect avoiding Distronic Plus, drowsiness finding Attention Information, Powerful Region Keeping Affiliate, Powerful Sightless Recognize Information. As aspect of an enhanced wide range of recommended entertainment and program features, the remodelling GLK also provides a 360-degree automated automatic parking digital dslr camera.

2013 Interior Mercedes GLK-Class
The GLK is designed at Mercedes-Benz’s Bremen plant in Malaysia and at its alliance producer run in co-operation with China providers Auto Functions in China providers, China providers. The second-generation design is also structured to be designed together with the M , R and GL classification as well as the fourth-generation C-class at the company's US-based plant in Tuscaloosa, Al.

The engine range is going to be identical to that provided by the standard CLS. It is going to incorporate 2.2 and 3.0-litre diesel engines, and 3.5 and 5.5-litre petrol engines. A powerful AMG version will even be offered, fitted having a new turbocharged five.5-litre V8. Automobiles will be rear-wheel push, and feature a seven-speed automated gearbox. You can find at the moment no plans for any four-wheel push version, or perhaps a hybrid. Automobile Express understands Mercedes ideas for hybrid power in 2012 focuses entirely introduction with the E-Class BlueHybrid, which will be launched in the very first 50 percent of 2012.

These initial pictures from the luxury five-door don’t just prove that Mercedes-Benz CLS Estate has created good around the promises it made to deliver its authentic concept to production, they also display off that virtually all the show car's detailing has become held as well. Key particulars consist of the steeply raked windscreen, arcing roofline, and sloping hatch in the rear, all of that are virtually identical to these proven off because of the concept.

Under the disguise, the window region is expected to complete in a sharp point, whilst slender tail lamps will wrap around the rear wings. Inside, the four-seater cabin is going to be practically identical to that supplied by the CLS - save for 1 important detail Anticipated to be comparable in dimension to that provided by the C-Class estate, it is going to contain underfloor storage alternatives. 1 key alter which has been created, nevertheless, is within the spelling with the title. Mercedes attracted some criticism from traditionalists when it named the original concept Break - experts agreed the right spelling, as employed by cars inside the past was Brake. Because of this, Mercedes-Benz CLS Estate has determined to change the official title of the road likely automobile to Shooting Brake.

Range Rover olisi rakennuksen ainutlaatuinen Range Rover Evoque Victoria Beckham vähintään yhdessä, mutta nyt näyttää siltä, että nämä juorujen eloon Kiina automaattinen Show. Range Rover teki hieman ehkäisevää reach ja pois Evoque Victoria Beckham Version.The ulkoinen Evoque Victoria Beckham Edition oli käsin päättynyt laadukkaita tasainen harmahtava väri täydellistä suojaa. Parantaa rivistössä katsoa SUV, Range Rover Evoque korjattu uudenlaisiin 20 "shine tumma teki metalli renkaat erittäin upea rose-kultaa tietoa, funktio, joka ei rajoitu vain tähän tyyliin.SUV: n sisäinen saa myös aivan uusi muotoilu, kaavailema pelisuunnittelu neljä-paikkoja, jotka ovat valmiiksi semi-aniline Classic Tan-joukon vahva "baseball" ommeltu tiedoilla, joka on valittu Victoria Beckham kaino viittauksia hänen maailmankuulu puoliso merkitä. Classic Tan on myös esittää sisäänkäynti paikkoja, arm vahvistetaan ja meri muisti tilaa box kansi.Range Rover Evoque Victoria Beckham painoksen mukana ainutlaatuinen, nelihenkinen matkatavaroiden joukon, joka on valmistettu laadukkaita sisempi kehys ja dolled puolelta pehmustettu tumma asetettu.

New Hyundai has just released the first images of its all-new 2013 hyundai Santa FE cross-over. From the looks of the two taster images, the 2013 Santa Fe seems to be located to do deal with with Honda and Chevrolet just as the Sonata did with the Partnership and Camry.

2013 New Hyundai Santa Storm EdgeThe all-new Santa Fe will be the first design to liberally utilize Hyundai’s increasing “Storm Edge” design language, which is a bit different than the Japoneses brand’s now knowledgeable “Fluidic Sculpture” type. The 2013 Santa Fe would use a enhanced version of the Hyundai’s six-sided barbeque barbecue with three greater and thinner bars that control the top part components. The top side part lighting design imitate those from the lately revealed 2012 Azera vehicle, and game both projector connections and an LED handling desk table lamp that sweeps across the top of the headlamp development. Large fog lighting design are also identified with L-shaped LEDs as well.We can not help but see quite a bit of Bmw impact in the new Santa Fe, especially in the again locations. Taillights and a around rump keep in mind the important Bmw Q7, although the Santa Fe’s beltline, which sneakers up significantly in the again access, allows the Vehicles cross-over to look a bit more dynamic than the BMW.

Volkswagen Cross Coupe is taking a two-pronged strategy to saving petrol with the Corner Vehicle idea debuting at the Geneva Powerplant Present. First, the lightweight cross-over uses a plug-in multiple system with two electrical applications. Second, it contains one of Volkswagen’s next-generation turbodiesel applications.The Corner Vehicle is not exactly new; it was formerly shown at the Seattle Powerplant Present last fall, at the same time with a energy website and a little bit smaller all-electric driving varies. As opposed to Seattle edition, this Geneva-bound Corner Vehicle idea also reveals more of Volkswagen’s new MQB (Modular Transversus Matrix) case technology.

The outside of the Corner Vehicle constantly demonstrate a unique five-door appearance, with a stubby and angular pursue that results from a greatly steep the big sleep.2012 New Volkswagen Cross Coupe InteriorIn addition to the diesel-powered website and the dual-clutch indication, Volkswagen Cross says the front and back revocation on the Corner Vehicle TDI Plug-in Hybrid idea is found from the new MQB case sequence.It’s not yet determined so far whether the Vw Corner Vehicle will ever arrive at technology. However, given the fact that we’ve now seen it at two auto reveals (Tokyo 2011 and Geneva 2012), we’d say possibilities are high that Vw wants to either place the effective cross-over into sequence technology, or have its appearance and drivetrain effect other approaching Vw SUVs and crossovers.

The fourth generation Subaru Forester was developed in the aim of improving its meaning, such as the right of the vehicle. Completely-completely new, for example, to enhance the effectiveness of the channels of the spread of Arboriculturist basic work, safe as well as kitchen equipment cleaning properties of the Subaru symmetrical AWD and the exclusive (many steering wheel thrust) system, it is a priority. In addition, the Forester to stop user friendly programs in addition to enjoyment-for you to thrust on the feature of the tension is not the cost of the operating system ended up better. Because it is deployed within the rest of the years, the real world-wide can be heralded for its driveability, Forester and also driving the consolation a tough difficult highway capable, in addition to the utility with the ranking of maneuverability.

2013Lamborghini Gallardo GT3 FL2 Racer
Gallardo GT3 FL2 is based on the recently redesigned the new 2013 Gallardo and was created in collaboration with Reiter Engineering, the German team, which has developed a unique racing versions of the Lamborghini models since the year 2000, netting the 199 victories and podiums. This, however, could be the first time that a Lamborghini in your R&D the Department has participated in the development of the racing car. GT3 FL2 features the "rental car" (i.e., fade-resistant) brakes, improved engine cooling, to reduce fuel consumption, as a whole, a new front splitter, rear carbon fiber diffuser that take advantage of both losing weight 25 kg (55 pounds) than the previous Gallardo GT3 Super Trofeo-cars.

"We are delighted to announce a minimum five-year contract with Reiter Engineering's exclusive partner for the development and the Lamborghini GT3 cars," said CEO Stepahn Winkelmann. "We are working to support racing in Europe and Asia, in 2013, the expansion of the United States in 2014," he added. The new Gallardo GT3 FL2, which cost $ 320,000 (US $ 432,000) without tax, with first deliveries beginning in March the teams make the Lamborghini Super Trofeo Endurance Series as well as the Maker of Italian GT3 Cup in the Le Mans Series in Europe and Asia.

The BMW M3 Limited Edition Restricted Version 500 will provide improved requirements over the conventional car, it has been unveiled. BMW will develop 500 unique designs in both coupé and ragtop bodystyles.Although the Restricted Version 500 is robotically the same over the conventional car, BMW says more than extra devices worth more than £4000 is fixed as conventional. The new style expenditures £55,690 (coupé) and £59,785 (convertible); £1000 more than the platform style.The BMW M3 Limited Edition Restricted Version 500 is available in three colours: Imola Red, Nutrient Bright and Santorini Pink, showing the colors of the legendary ‘M’ logo.Each style will have “One of 500” laserlight cut into the dash inlay. The cottage is clipped in BMW’s prolonged Novillo set and functions appears to go with the external color.The grill encompass, side gills and tailpipes are completed in dark-colored firefox. Both the coupé and ragtop have Shadowline external decrease and dark-colored aluminum tires at BMW M3 Limited Edition.

Top Design Mini stand bearing the appropriate copy only 2,000 units. It now appears that history is about to repeat itself, the Mini is the only semblance of official information on the new John Cooper Works GP, as reported by the mail merge as the fastest Mini built at any time. New Mini John Cooper The Works GP offered to the propulsion system, the anatomy and aerodynamics technology anon inspired by motor racing, but the Mini has no plan yet.External new archetypal is praised as rich in the foreground and rear aprons, a deduction of ancillary skirts, bespoke roof addle-brain and the newly developed rear diffuser. Absorbing embody continues, the car in the car's rear seats removed in the genous adjustment to get added to the hostility to the appearance. The new archetypal is to go after the auction this year, 2,000 units tied to the term.

2013 Ferrari F12 Berlinetta V12sAt the release of the Ferrari F12 Berlinetta recently, Mercedes made a veiled referrals to the long run use of V12 applications in its variety by reporting the car as “the first in a new technology of V12s”.It is recognized that ecological demands had pressured Ferrari to assess other website templates, but progression of the F1-derived KERS program has given it to be able to keep V12s in its line-up. “We will jiggle out new technological innovation that is there first and major to present a natural aspect to our vehicles and make sure that we can keep our product where it is with regards to CO2,” Ferrari manager Amedeo Felisa informed Autocar.“Our multiple program will not just be about developing power, but keeping power, too. Yes, that technological innovation is costly these days, but the street forward is start and progress will carry down the cost and weight negatives.The company first used compounds in this years HY-KERS idea, an otherwise inventory Ferrari 599 GTB with a KERS program. It presented a low-capacity website unit at the top side to generate ancillaries when operating on power alone, and a rear-mounted one ranked at 100bhp and 110lb ft. The power supply tissues was propagate over the floorpan.A technology edition of this program is first predicted to be implemented in the next Enzo, which will function a mid-mounted V12. As part of its investment to decreasing CO2 pollutants, Mercedes is also considering implementing six-cylinder applications. Felisa suggested that such applications were likely following F1’s force in that route.

Our unique illustrations - based on insider info ?and current spy pictures - display the Mondeo will get the newest Kinetic two design language. This includes the significant, inverted trapezoidal grille in the Fiesta, Concentrate and C-MAX, but a lot more pronounced and mounted higher up. Yet another important function is the slim headlights.

But the look is about considerably much more than simply the blue oval’s loved ones encounter. Two boldly defined feature lines adorn the sides, whilst bulging rear wheelarches along with a steeply raked roofline reveal the car’s sporty intentions.
2013 New Ford Mondeo

It is not merely the looks that ?will likely be inspired through the Evos; ?the 2013 New Ford Mondeo will also elevate its ?powertrain from the concept. The range-extending two.0-litre petrol motor and electrical motors will not be provided from launch, but will comply with. This may permit for an electric-only range of about fifty miles and about five hundred miles in between fill-ups.

More standard engines is likely to make up the rest with the range, such as Ford’s one.six ?and two.0-litre EcoBoost petrol turbos. Within the current automobile, ?the latter produces 200bhp and returns 36mpg economic system, whilst the one.six - as identified inside the C-MAX ?- will offer 150bhp and 180bhp outputs. Also obtainable will be a range of diesel designs, which includes a 112bhp one.6-litre TDCi along with a 2.0 TDCi with 137bhp or 163bhp.

Mutta tässä on paljon-Honda tietää, että NC700X on hauskaa, kun ratsastajan taidot kasvavat ja on edelleen houkutella niitä, jotka ovat vuoden ajan vyötään. Uusi rider tarvitsee ja mitä kokenut ratsastaja haluaa ovat useimmat tarkoituksiin planeetoilta. Aloittelija tarvitsee jotain, joka on helppo hallita luotsipalvelujen kaksi pyörillä signaalien aptitude ei voida hyödyntää, mutta kokeneille ratsastajille haluta kone, joka toimittaa että adrenaliini fiksoida kysyttäessä. Jokainen haluaa polttoainetalouden. Tämä on the Cliff Notes Hondan NC700X käsite. Niin Honda osuma merkki? Me osuma tien Ventura County selvittää vuorilla.

Lähes kaikilla osa NC700X on epätavallinen, mutta tämä seikkailu pyörä tyylistä kone sydän on erilainen kuin mitä Honda on tarjonnut tähän mennessä moottoripyörän ainakin. 670Cc samanaikaisesti Twin säädetään eteenpäin 62 astetta ja pitkään iskutilavuuteen sisustus 80mm iskulla ja 73mm sisähalkaisija. Tämä antaa NC: n voimala lineaarinen vielä vääntömomentin moottorin luonteen. Saadakseen tehokkuutta männät ovat matala-fiction pinnoite ja valvetrain on kevyt alumiini-roller-keinuvivut. Yksi 36mm kaasuläpän kehon metriä pois Liekkikaasu ilma seosta suoraan läpi downdraft tyyli saanti ruoansulatuskanavan väitti 64 mpg. Lähestyy skootteri polttoaineen talouden alueella.

Honda tarjoaa kaksi siirto konfiguraatioita NC700X, standardi kuusivaihteinen ja seuraavan sukupolven Dual kytkin automaattivaihteisto. DCT käyttää kaksi hydraulisesti Ohjattu kytkimet, että saat siirtäminen kahden kuvaustavan, Urheilu-tilassa tai ratsastajat voivat siirtyä kautta vaihdetta kautta melat vasemmassa reunassa sans kytkin. Tämä

Runko on epäsovinnainen kuin moottorin suunnittelu ja DCT siirto kompakti teräsrunko, joka kiertyy moottorin kapea poikkileikkaus. Lihaksikas seikkailu tyylistä sisäpuolisiin ilman NC700X luultaisiin helppo skootteri. Pieni profiloidut rakenne mahdollistaa massiivisen 21 litran säilytysosaston jossa säiliö yleensä olisi, kun 3,7-litran teräs polttoainesäiliö asuu istuimen alle. 41 Mm etuhaarukka on 5,4 tuumaa matka, ja takana on 5,9 tuumaa kulkevat Pro-link varustetut takahaarukka.

Svengaava jalka NC700X löytää melko pienikokoinen ohjaamo. Vaikka istuimen korkeus on 32,7 tuumaa tuntuu pienempi ja useimmat ratsastajat pitäisi pystyä löytämään maanpinnan molemmat jalat. Istuin on tiukka ja ohut – mutta kapea kuten dual sport-istuin. Uninen baareja päästä tuntuu aivan oikeassa, kun istuin footpeg suhde on tiukka minun 5'10 "runko ja voi saada epämukavaksi, jos ylittää 6-jalka-merkki.

Honda oli kuuden-nopeus- ja DCT varustettuja malleja kädessä meille näyte. Hyppäsin ensin saada tuntumaa järjestelmän koska minulla on ollut vain muutaman stints on varustettu ensimmäisen sukupolven samaa tekniikkaa VFR DCT-peliin. Ensin on vähän ärsyttävä, ei ole kytkin tai siirtää vipu vasemmalla puolella pyörä, mutta voit nopeasti muuttaa. Hetkessä nautit pitkäiskuinen mill vääntömomentin merkin auto tranny samoin sinulle ajattelua. Säännöllinen kuvaustavan power-merkki ei ole paljon kirjoittaa kotiin noin nopeus-freak näkökulmasta, mutta se saa työtä tehdä silkkisen sileä tavalla. Tässä tilassa on kyse polttoainetaloutta, koska se siirtyy aikaisin ja pitää kierrosluku alhainen.

Manuaalinen avulla voit määrittää, kun nappaat seuraava vaihde purista käynnistää sormella vaihtaa, mutta nopeasti! Rajoitin potkuja 6500 RPM, ja jos olet tottunut vääntämistä on pyörä kaulan saada että kiire, löydät että rajoitin usein. Säädä vaihto-pisteitä, ja liha vallan oikeassa noin 4500-5000 revs, ja kiihtyvyys on odotettua parempi.

Standardi vaihteisto on, No, standard. Muutokset ovat Honda, luotettava ja vankka, aivan kuten voit odottaa. Ainoa moite se kytkin vipu tavoittaa voisi venyttää pienempi käsissä.

Kun moottorin suorituskykyä ei pidä kokeneille ratsastajille huomiota pitkään, matala painopiste ja hyvin lajiteltu alusta näytetään. Ohjaus on kevyt ja lähes likaa bike-ish. Ajatelkaa kääntämällä ja olet. NC700X kuuluu nurkassa kevyin input-kun se omistaa linja malttia, että et odottaa pyörä, joka on kehys, joka muistuttaa skootteri.

Ainoastaan road puutteita tasapainoa keskeyttäminen. Tiukempi tien hauskempaa NC saa, varsinkin kun oppii käyttämään pyörän vauhtia kuin hevosvoimaa ulos kulmat.

Kun on aika hidas NC700X roll jarrut eivät niin tähtien käsittely ja täytyy olla varovainen, ettei tule liian kuuma. Vastaus on ennakoitavalla mutta voimaa voisi olla parempi niille, jotka haluavat divebomb kulmat. Aloittelijoille tarttumalla kourallinen oikea vipu ei ole täydellinen katastrofi ja yhdistetyn ABS DCT-malli pitää Viimeisin epäkohtelias jarrutusten suorastaan siviili.

Olen todella vaikuttunut kanssa 2012 Honda NC700X, mutta ei tavallista syistä. Olen vaikuttunut Hondan kyky luoda pyörä, joka on yksi, jos ei kaikkein ystävällinen aloittelija laite markkinoilla. Mutta se voi yhtä aikaa rider siellä. Se näyttää siistiltä, on kätevät säilytystilat, ilahduttavaa alustan ja käyttäjäystävällinen moottorin; Uusi ratsastaja voi vaatia paljon enemmän. Minulle tämä "ainutlaatuinen" pyörä ei ehkä täysin "vallankumouksellinen", mutta mielestäni se voisi olla hyvin "peli muuttuu" moottoripyörä.

The new R1200GS follows the same pattern as the 800GS greater adventure. The most visible change is the additional 2.1 liters of fuel, up from 4.2 liters model. Based off of the MotoUSA's observed the F800GS fuel economy 29.9 mpg, extra fuel should be extended to the area 200 miles in a little over 300 miles. Reinforced subframe to accommodate extra fuel in a new adventure about 32 pounds of standard model claimed 505 pounds.

The changes are not familiar with the store at the same time, the Twin 798cc. BMW claims 85 horsepower and 61 lb-ft of torque. Last tested the 2011 Middleweight adventure Touring comparison, F800GS maxed 46.2 hp and 111.15 lb-ft of torque MotoUSA dynamometer.

Bosch ABS as standard on the new adventure, BMW's own electronic suspension adjustment (ESA) and automatic stability (ASC) systems available in the factory settings. The latter, the ASC also offers the Enduro mode, which calibrates the ABS/ASC for off-road use.

More broadly, the windscreen claims for better protection from the elements the hand protectors standard feature. BMW has come from a comfortable seat, the adventure that is 35 inches is 0.4 inches bigger than the standard GS. Low seat (21.1 inches) option also is available.

As expected, the host of the optional updates are offered to a new GS. The ASC and ESA, the title of the list, but a number of options have been bundled together. Comfort package ($ 400) offers an onboard computer, heated grips and stand. Enduro-package ($ 400) offers the ASC Enduro mode when the active package ($ 645) contains the ESA and the LED fog lights. Aluminum panniers and the upper part of the casing are also available.

The new Beemer extend BMW's signature, the GS lineup to seven (the F800GS, R1200GS, F800GS, R1200GS adventure adventure, F700GS, G650GS and G650GS Sertao). It looks to build off the success of the F800GS and follow the standard its larger engine capacity, namesake of the blueprint. BMW R1200GS adventure is second only to the sales standard R1200GS.

F800GS adventure is available in the United States by 2014 model available in two colorways: Racing red and Sandrover matt. It sports an MSRP of $ 13,550, $ 495 destination charge.

"We are pleased that consumers and enthusiasts from around the world continue to Polaris of the brand and the product of choice in the first quarter of 2013," said Polaris ' Chairman and Chief Executive Officer Scott wine company in a press release. "Even in the face of the challenging terrain of the cars and bikes 2012 comparisons, we were able to outpace the industry, and to increase the market share again in the commercial. The snowmobile business is also strong retail sales and market share growth in the first quarter. "

Polaris cash cow is still a side-by-side models. Polaris Ranger and RZR dubs of popular models "off-road vehicles", and ORV Division increased by 7% year-over-year. Polaris sales amounted to 541.3 million dollars for the ORV is 745.9 million u.s. dollars in total sales in Q1. It is made by the more impressive Q1 2012 was a banner year for Polaris side-by-sides, up to 20% of that season.

ATV sales are down, while the Polaris does not specify a percent decrease. It claims that, while their market share increased by a slight dip in the market has slumped as the General ATV compared to the rising 2012 Q1. Polaris claims grew up side-by-side market, market share, which already dominates. It estimates that the industry's sales have fallen in the single digits for the 2012 ATV ORV down double digits.

To capitalize on the success of the debut of the ORV Polaris will look to its BRUTUS a commercial utility vehicles. In cooperation with the developed product, Bobcat, BRUTUS in the side-by-side line is reminiscent of the popular Ranger UTV models – but offers a variety of visibility.

ORV future plan include, inter alia, the production facility in Hungary. The location of the improved Polaris ' ability to respond to the European internal market. Department sulphur in soil in Q2 will they completely reconstituted in 2014.

Motorcycle sales declined

On-road vehicle sales tallied $ 62.9 million in the quarter, compared with a 3% decline in 2012. Profit and Indian models continue to represent Road vehicle sales, as well as to Polaris ' electric car brand acquisitions – Pearl and Goupil.

Polaris mentions profit sales in Q1 as a symptom of a particularly strong quarter last year and a decline in the unseasonably warm weather driving service sales. The company claims that profit fell to Q1, "albeit smaller than the industry as a whole and lead to a further increase in market share."

The company touts its Novel Indian brand. Polaris revealed the new plant of the iconic American brand Thunder stroke 111.

As mentioned above, the gem and Goupil electric car brands in the Polaris claims to double the figure to increase in sales thanks to the improved distribution Q1.

PG & pay off

Polaris hauled in $ 127 million of its parts, clothing and accessories (PG &) title-more than double the road vehicle sales and a further 27 percent more year-over-year. The company credits the "whole of Government" double-digit growth in all sectors, increased snowfall this year, adding to the exceptional success of the snowmobile Polaris PG & a. benefited from additional stores in one of the latest acquisitions powersports apparel business KLIM.

Snowmobiles boom

In the first quarter, sales of $ 14.7 million, more than the snowmobiles with tripled last year's $ 4.6 million-217 percent. The North American home market sales of up to 20%, model news and late snowfall. The company attributes the spike to strong performances in key international markets in the Nordic countries and Russia.

The Ninja’s 296cc Parallel Twin outperforms the CBR Single to a shocking degree. Those 47 extra cubes reflect a 19% increase in displacement, but deliver 49% more peak horsepower. Sure, the Kawasaki is an unrepentant displacement cheater (just like the 636cc ZX-6R), but it does a fine job of it!

“It’s really no contest; from the bottom all the way until redline the Kawi spanks it’s competition. With the 300, highway work is no longer a scary proposition,” states Justin.

There’s no measure of engine performance where the Ninja doesn’t earn an easy win. Acceleration and roll-on power, it’s no contest – not even close. Low end torque, it has the CBR covered, easily. And that’s its weakest area. Once the familiar top-end biased power curve of the old 250 asserts itself, the new 300 takes off. It’s like the old Ninja, plus seven to eight horsepower – everywhere. It still prefers to have its neck wrung up at the top end, near the pleasingly high 13,000 rpm redline, but unlike the previous 250 it doesn’t demand that it be flogged. Riders can now putter along lower in the rev range without trouble, if they so choose.

In virtually every aspect, the Ninja has improved. Engine power, yes, that’s far superior – to belabor the point... But the power delivery itself is more refined. The new electronic fuel injection is smooth, and the throttle is lively without being herky jerky. 21st century riders will appreciate the ditched choke and carbs that adorned the previous 250, as this 300 fires up immediately sans any fueling hiccups.

The 300 also features a notable reduction of engine vibration. The previous Ninja was a buzzy ride, with vibes rattling up into the tank and bars. The revised 300 quells that buzz, with the few escaping vibes nominal – less noticeable than the CBR at any rate.

A six-speed gearbox is on par with that found on the Honda, but the Ninja goes one better with its F.C.C. clutch featuring assist and slipper functionality. Justin notes, “the clutch feel from the Kawasaki was slightly better from a standstill than the CBR, and it shifted smooth and without issue during our time on it.”

The slipper clutch is a boon for the Ninja’s user-friendliness. Where aggressive downshifts on the CBR are met with unsettling tire chirps or worse, the Ninja’s drivetrain exhibits no hint of stress or traction loss.

Turn-in on the Ninja is slower than the eager CBR, but not by much. And saying the CBR is more flickable does not imply the Ninja is a slug! Nor do those extra 20 pounds added to the 386-pound Ninja make it feel portly. The Kawasaki is eager to attack ribbons of asphalt, and its tauter chassis better handles high-speed sweepers.

A slightly longer wheelbase and compliant suspension make for a composed ride – as the Kawasaki better absorbs potholes and road imperfections. If the Ninja had a forgiving seat, it would easily be the more comfortable mount, particularly since its ergonomics better suited our test rider’s larger dimensions. As it stands – or sits – the Ninja’s seat felt awful compared to the softer CBR perch – though the extra legroom and relaxed riding position are appreciated.

“The larger chassis of the Ninja 300 will fit a larger variety of riders,” explains Justin. “There is more legroom and the rider’s triangle seems more relaxed. While the seat was much harder than the CBR, the increased legroom made long days in the saddle more bearable.”

The Kawasaki’s brakes left us flummoxed. In past comparisons the 250 Kawasaki rated highly, but the 300’s front stopper left much to be desired. Both the Honda and Kawasaki source a single-disc front, but the Ninja’s offered notably less bite and feel than the stout Honda.

“The front brake on the Kawasaki felt mushy on the street. Perhaps it was in need of a bleed, but as it was the braking was less than stellar,” agrees Justin.

Honda still gets a leg up on fit and finish, particularly the controls and levers. But the instrument console is an easy win for the Kawasaki. The CBR display looks clean enough, but certainly is cast appropriately aboard a budget sportbike. The Ninja, meanwhile, sports a clean, easy-to-read display with large analog tach and right-side LCD display featuring digital speedo with tripmeters, clock and fuel gauge. It’s everything a rider needs.

“The instrumentation on the Kawasaki looks like it came off a Ninja ZX-6R or ZX-10R,” reckons Justin. “The rev counter is slightly easier to read than the Honda.”

The CBR indeed nets an extra 5 mpg in fuel efficiency. However, the Ninja offsets this with its 1.1-gallon larger fuel load. At the 53.2 mpg we observed its 4.5-gallon tank should stretch out a 239.4-mile range – almost 40 more miles than the Honda.

Styling for the 300 does a laudable job mimicking its larger Ninja siblings. The green/black special edition livery didn’t really click with our testing crew, which preferred the red/white/blue lines of the CBR – but we’ll defer the styling debate as a matter of personal taste. The 300 does look more like a big-boy/girl bike than previous entry-level Ninjas, and the displacement moniker is notably absent from the bodywork.

The 300’s premium look and performance comes with a corresponding price tag - $4799 for the base model, with the as-tested ABS version $5499. In ABS trim the Ninja 300 is $800 more than the CBR250R, and $600 more in non-ABS standard mode. The pricing disparity is almost as much as the forthcoming Honda CBR500R, which retails for $1000 more than Ninja 300 ABS and $1200 standard. As silly as a displacement war sounds for the entry-level class, Kawasaki may get a dose of its own medicine if consumers deem the CBR500 a better value. But that assumption depends on the performance of the 500, as it may just prove the new little Ninja’s true potency – and we’d reckon the Ninja 300’s performance on par, at least, with the old Ninja 500.

FOR MY MONEY PICKS:

Justin Dawes – Kawasaki Ninja 300
“It’s really a no brainer for me which bike I would go for here. The Kawasaki smashes the CBR in terms of performance. It’s not even a contest at anytime. While the CBR can get into corners better, it makes no difference when the Ninja just blasts past it with ease on the exit. On the highway and commuting, the littlest Ninja feels like a large bike with enough oomph to move through traffic. Now the real question is - how will it compare to the CBR500R?”

Bart Madson – Kawasaki Ninja 300
“The Ninja 300 bests the CBR with its impressive engine performance. I expected as much after I first rode it last year, but the side-by-side comparison surprised me by how just much it covers the Honda. The Ninja 250 was already a favorite, and the 300 pretty much fixes all my complaints on the previous model. Fuel injected and no more buzz at the tank and pegs, and a slipper clutch… the poor CBR really had the cards stacked against it.

"Aside from the Ninja's uncomfortable seat and weak, by comparison, brakes – there’s not a whole lot to gripe about! Except price, yeah, I’ll gripe about that. It’s a better bike for sure, but I remember that 2007 Ninja 250 was just $2999. Our 2013 Ninja test bike featured ABS and slipper clutch, but the cost of entry for Kawasaki sportbikes has nearly doubled within a six-year span. Improved performance is great, but manufacturers need to ensure prices remain affordable.”

The explanation of the Q1 downturn has been blamed partly on the weather. H-D and Polaris Q1 financial statements, as well as a mention in the last year, unseasonably warm weather in Q1 by disappointment. The rational is the warmer weather, fueled by sales of earlier in the season and the total grew by 6.7% in Q1 of 2012 2011 – fell off the pace registered only 2.8% year-over-year increase at the end of Q2. (Additional support to the Weather factor is the Governor's Highway Association, which cited the expanded Riding season as the main reason for the increase in motorcycle deaths report, 2012.)

-Highway motorcycle sales, which covers most of the street-legal motorcycles including cruisers, one of the 64,706 units in the quarter. -Highway segment is by far the largest on the MIC and 16.2% decline represents a loss of 12,482 unit.

Scooter sales, which traditionally Show the most variation in year-over-year, is still uncertain. This year, only 4771 scooters were sold in Q1, compared to last year – a total of 34.6% decline-7300. MIC-MIC members only image, most Chinese built Scooters scooter sales.

The growing popularity of dual segment, which includes many adventure-Touring models, as well as the traditional street-legal dual-sport, took a hit as well. The year-over-year sales fell by 14.9% decline in units, in 1115.

The Off-Highway markets 17,548 units sold – even the 76 apartments in 2012. Off-Highway market contrasts with years of turning, which saw the dirt bike sales continue to drop, although the left-highway market well-established trend. Last year was the first year-to-year sales growth of Off-Highway segment in a year – a modest 2.1 percent.

All the news was good for the market, however, ATV sales fought OHV – 10.4% for the quarter. Microphone monitors sales of UTV/Side-by-Side on the market, however, at least one source mentions a reduction in the segment on which the popularity has increased in recent years. Polaris Q1 report claims ORV (its name in UTV/Side-by-sides) industry sales fell to single digits – also due to the fact that the ATV industry sales suffered a double-digit drop in now confirm the MIC-info.

Lorenzo shot out to the early lead and was comfortable up front. The running order settled in with the Repsol Hondas two seconds adrift and Crutchlow threatening Marquez for the final rostrom position. Rossi had to work up through the ranks, however, having started on the third row.

Behind the podium fight there was a good scrap brewing as LCR Honda’s Stefan Bradl held fifth, with Rossi in sixth and more than five seconds behind his Factory Yamaha teammate. Ducati’s Andrea Dovizioso had his sights on his popular countryman, with Alvaro Bautista and Nicky Hayden also in the group.

The Doctor made his move around the German on Lap 6 and then had four seconds to make up in order to catch Crutchlow for fourth – which he did in the middle laps.

Lorenzo increased his advantage at the front, while Marquez stalked his HRC teammate, Pedrosa, for second. Crutchlow threatened in fourth, trailing the Hondas. Meanwhile Rossi began inching closer to the satellite M1 as the race approached the halfway marker.

The latter half saw Lorenzo’s advantage grow further. The real fight was over the final podium spots, with Pedrosa and Marquez holding position as Crutchlow lurked in fourth and Rossi accordioned up from fifth to challenge the Tech 3 rider.

Marquez was first to make his play up the inside of Pedrosa. As the rookie made a slight gap, Rossi got right up on Cruchlow and charged past on the long straight, with the Brit bailing on the corner. Crutchlow managed to keep his M1 upright and rejoined in fifth, but well out of the podium hunt.

With four to go Rossi lined up Pedrosa. Blitzing by the first Honda, he moved on to challenge Marquez. The next lap saw the nine-time champion get around the rookie, for a Factory Yamaha 1-2 running order.

But the maneuver would not go unchallenged. On the penultimate lap Marquez zipped past on Turn 1, with Rossi responding immediately with a pass of his own. The final lap saw Marquez try again, but without effect on Turn 1. He made another charge at the start-finish straight, but was 0.211 short at the line.

Pedrosa dropped off the pace at the end, three seconds down to his younger teammate. Meanwhile Crutchlow recovered from his off-road excursion to finish fifth, four seconds ahead of Alvaro Bautista. Dovizioso got the better of his new factory Ducati teammate, Nicky Hayden, with the satellite Pramac Ducatis running ninth and 10th with Andrea Iannone and Ben Spies.

Once again Aspar rider Aleix Espargaro proved himself the top of the CRT class. Of the remaining factory prototypes, both suffered DNFs. First down was Tech 3 Yamaha’s Bradley Smith, his rough rookie debut ending on Lap 4. The second factory casualty was Bradl, who tucked the front of his LCR Honda on Lap 8.

2013 MotoGP Qatar Results:
1. Jorge Lorenzo (Yamaha)
2. Valentino Rossi (Yamaha)
3. Marc Marquez (Honda)
4. Dani Pedrosa (Honda)
5. Cal Crutchlow (Yamaha)
6. Alvaro Bautista (Honda)
7. Andrea Dovizioso (Ducati)
8. Nicky Hayden (Ducati)
9. Andrea Iannone (Ducati)
10. Ben Spies (Ducati)
11. Aleix Espargaro (Aspar)
12. Randy de Puniet (Aspar)
13. Hector Barbera (Avintia Blusens)
14. Yonny Hernandez (PBM)
15. Hiroshi Aoyama (Avintia Blusens)
16. Claudio Corti (Forward Racing)
17. Michael Laverty (PBM)
18. Lukas Pesek (Came IodaRacing)
DNF Colin Edwards (Forward Racing)
DNF Danilo Petrucci (Came IodaRacing)
DNF Stefan Bradl (Honda)
DNF Bradley Smith (Yamaha)
DNF Bryan Staring (Gresini Honda)
DNF Karel Abraham (Cardion AB)

The CBR’s obvious deficit comes from the 47cc disparity of its 249cc liquid-cooled Single. On the MotoUSA dyno it registered 23.75 peak horsepower and 15.66 lb-ft of torque - giving up a staggering 11.66 horsepower to the new Ninja. Against the older Ninja 250, the CBR’s Single also lacked peak top-end power, but it countered with more pleasing torque down low. Against the 300, however, the Honda faces a sizable power deficit across the entire rev range. It only comes close to catching the 300 with its mid-range kick, around 6000-8000 rpm, and even then gives up a couple ponies. After 8K the CBR signs off and watches the Ninja make tracks with its robust top end.

Riders don’t need a dyno to determine the more powerful mill on the street. The CBR’s bottom end, formerly its saving grace, now feels lackluster compared to the much-improved Ninja. The Honda’s acceleration data says it all, as our test rider required an extra 2.58 seconds to get up to 60 mph. And once on the move the CBR can’t match the Ninja in roll-on power, as it struggles to keep its green rival in the crosshairs. The performance gap was particularly notable on the freeway, during inclines and when gassing out of a corner.

This time around red can't cross green, anywhere...
“The Honda’s power is lacking in comparison to the Ninja as you would expect,” admits Justin. “Even so, it still is pretty peppy for a 250cc Single. Keep it spinning and the little quarter-liter Honda will scoot.”

The Single does make for an easy-to-ride powerplant, and only in comparison with the now-larger Ninja does it seem timid. As a stoplight-to-stoplight commuter its tractable powerband and low gearing excels. Seamless fueling and a forgiving throttle response ensure newbies aren’t overwhelmed either. However, the CBR’s EFI advantage is now canceled out by the once-carbureted Ninja’s upgrade to fuel injection.

Engine vibration is another area where the CBR gives ground, owing to the Ninja’s improvement. Where the Honda was once praised for smoothing out the inherent vibes produced by a Single (thanks to its gear-driven counter balancer), by making the Ninja’s Twin less buzzy, Kawasaki shifts the vibration disadvantage back to Honda. For what it’s worth, the single-cylinder CBR does emit more polite exhaust tones, registering 82 dB at idle and just 91 at half-redline (5250 rpm) - compared with an 88/97 dB registry from the Kawasaki.

“The CBR’s mill revs slower and just doesn’t have any sort of rush,” says Justin. “It’s acceptably smooth unless you let your knees touch the bike, then you realize how well the footpegs and handlebars are dampened.”

A well-sorted six-speed transmission makes for easy launches, with the Honda offering a light clutch lever pull. Our testers find no serious fault with the Honda transmission, but the Kawasaki’s clutch provides smoother engagement.

“While the CBR shifted just as well as the Kawasaki, the clutch just didn’t have the feel and actuation of the Ninja. Not a deal killer for sure, it just wasn’t quite as good,” rates Justin.

But it’s not all doom and gloom for the plucky Honda! Our testers deem the CBR brakes superior to the Ninja, despite a 60-0 braking evaluation that actually shows it at a slight disadvantage (143.4 feet to 141.8). Both mounts feature single-disc fronts, but the Honda’s Nissin calipers deliver a more forceful initial bite and enhanced lever modulation. The CBR’s ABS and linked braking also feels more effective in action. The back-to-front linked system may not be favored by all, including our dirt-oriented editor, but the newbie-friendly feature does settle the front end for a controlled stop.

“Although I’m not a fan of linked brake systems or ABS,” admits Justin, “the CBR brakes bring you down from speed with excellent power and better-than-expected feel.”

Lightweight handling and easy flickability are two more areas where the CBR shines. Its 366-pound curb weight scrubs a full 20 pounds from the Ninja, but we'd guess the sprightly Honda even lighter by the way it hustles. A physically narrower bike, the slender CBR sports a 1.4-inch shorter wheelbase (53.9 inches) and two-degree steeper rake (25.0 degrees). This geometry translates into a sharp-cutting ride when the road kinks up.

“The Honda was so light and flickable in the turns, and for me that was the deciding factor,” says Justin. “On the bigger bumps the chassis would protest, but the trade-off on the tight mountain roads was worth it.”

A non-adjustable 37mm conventional fork holds up well in slash-and-dash maneuvering, but starts to flex when pressed hard. Quick to turn in but twitchier as well, the nimble CBR gains agility at the expense of high-speed stability – where the larger Ninja fares better.

The dimensions of the Honda make for a more compact cockpit, ideal for shorter riders. A 30.5-inch seat height makes for an easy reach to the ground, but taller riders will find the footpegs cramped.

“The Honda is a smaller machine all over and would definitely be my choice if I were a small statured rider,” reckons Dawes, adding: “If I could have taken the CBR’s seat with me when it was time to ride the Kawasaki, I would have.”

Both MotoUSA test riders agree the Honda’s cush seat is far comfier than the Ninja’s stiff perch. We also found the CBR’s bodywork and windscreen, while less encompassing, to be quite effective. These two aspects make the Honda our preferable mount for pounding out freeway commutes.

Honda fit and finish is evident in the levers and controls, and the CBR feels sturdy and well made. However, the instrument console already looks dated, particularly compared to the new Ninja. Another gaffe is the fuel cap, which fully detaches from the tank instead of retracting up. While more of a chore to fuel up, the CBR does deserve credit for its more miserly fuel usage. We observed a 58.7 mpg fuel efficiency aboard the Honda, with the Kawasaki measuring 53.2 mpg. Forced to ferry the 200-plus pound weights of our test riders, the Honda should net well over 60 mph for lightweight riders and more forgiving throttle hands.
2013 Honda CBR250R Highs & LowsNimble handling excels at low-speed maneuvering and traffic, making for a great commuter mount Economical ride with more affordable MSRP and light gas sipper Soft seat makes Ninja perch feel like a brick 300 Twin makes the 250 Single feel slow, real slow... Can't match the Ninja's cush extras, namely that slipper clutch
Frugality at the pump extends to pricing, where the CBR makes its most impassioned case to consumers. The 2013 model bumps MSRP up $100 to start at $4199, with our ABS model ringing in at $4699. Honda undercuts the base model Ninja 300 by $600, with the ABS version an even tidier $800 value. Kawasaki will counter that the performance gains offset the pricing disparity, and we’d agree. But a budget-minded newbie or commuter can beg to differ, with justification.

In this comparison the Honda clearly suffers from its 47cc displacement handicap, but there’s much to hail about the humble CBR. Riders should praise its cost-effective fun and utilitarian functionality. Most important for consumers, the once moribund entry-level class has been stoked up by this little 250’s challenge.

An Ignite Pramac Ducati team press release states Spies’ medical staff have since “advised him three consecutive weeks of intense rehab in order to alleviate the strain in his pectorals and back muscles.”

Spies experienced problems with his chest during the morning warm-up for the CoTA race. The former AMA & World SBK champion continued to feel pain during the race, going on to finish a disappointing 13th at his home GP, behind CRT rider Aleix Espargaro and Tech 3 Yamaha rookie Bradley Smith.

“I had a little problem with a nerve in my chest for some reason. I don’t know if it’s from overcompensating for my shoulder problem, which is actually getting a lot better compared to Qatar,” explained Spies in a post-race team press release. “That said, two laps before the end of the warm-up, I had a twinge in my chest. It was like a knife, so we went to the clinic and they worked on me a lot and got me ready for the race. I tried as hard as I could during the race, but it wasn’t enough.”

Spies shoulder problem stems from a 2012 crash, when the then-Factory Yamaha rider went down at Sepang. He underwent shoulder surgery in late October 2012, which sourced cadaver tissue to reconstruct damaged ligaments. His shoulder recovery has been mentioned throughout the 2013 pre-season and opening round at Qatar.

“Despite the constant improvement in the condition of his shoulder after recent surgery,” states the Pramac release, “Ben still needs further intense work to build up his muscle, and to acquire the necessary strength which will enable him to endure the stress during the race. Therefore the therapy will be different to what he has done so far, focused on limb mobility, thanks to his better physical condition.”

Representing the seventh year of the model cycle, the 2007 Toyota Highlander is the oldest midsize crossover SUV on the market. Like most Toyotas, though, it was well designed from the start and has aged gracefully over the years. Key strengths include a comfortable ride, easy maneuverability in tight spaces, above-average gas mileage and a high-quality interior with ample room in the first and second rows. Toyota added a third-row seat in 2004 to keep up with newer rivals, but it's more of an afterthought than it is functional and buyers who need seven-passenger capacity will be better served by one of the Highlander's competitors. For families of four, though, the Toyota Highlander remains an acceptable choice, especially considering its many standard safety features and strong crash-test ratings.

Based on the 1997-2001 Camry platform, the Highlander immediately won over consumers with its refined driving dynamics. At a time when most SUVs in this price range were still built on truck platforms and were unwieldy to drive, Toyota gave buyers the equivalent of a tall station wagon with optional all-wheel drive and a choice of a frugal four-cylinder or a smooth V6 engine. Make no mistake: The Toyota Highlander has never been a particularly stylish or sporty vehicle. Rather, it's a highly practical and economical vehicle for buyers whose lives are consumed by children, commutes and grocery store runs.

The problem is that the Highlander's useful packaging has been copied many times over, and many peers are now doing it better. Perhaps the stiffest competition comes from Toyota's own RAV4, which is now almost as big as the Highlander and offers just as much headroom and legroom. In addition, the less expensive RAV handles better and can be equipped with a 3.5-liter V6 that's more powerful and fuel-efficient than the Highlander's 3.3-liter V6. Other competitors you'll want to consider include the Ford Edge; Honda Pilot; Hyundai Santa Fe; Mazda CX-7 and CX-9; Mitsubishi Outlander and Endeavor; Nissan Murano and the Buick Enclave/GMC Acadia/Saturn Outlook triplets. All of these vehicles have their merits, but the well-rounded Pilot, Santa Fe and CX-9 are our top choices in this group. If you still want to purchase a 2007 Toyota Highlander, we won't stand in your way, but we would encourage you to test-drive a few other crossover SUVs before doing so.

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Welcome to the growing family of new Nissan Xterra owners manual. This vehicle is delivered to you with confidence. It was produced using the latest techniques and strict quality control. This manual was prepared to help you understand the operation and maintenance of your vehicle so that you may enjoy many miles (kilometers) of driving pleasure. Please read through this manual before operating your vehicle. A separate Warranty Information Booklet explains details about the warranties covering your vehicle. The”NISSAN Service and Maintenance Guide”explains details about maintaining and servicing your vehicle.

Additionally, a separate Customer Care/Lemon Law Booklet (U.S. only) will explain how to resolve any concerns you may have with your vehicle, as well as clarify your rights under your state’s lemon law. Your Nissan Xterra dealership knows your vehicle best. When you require any service or have any questions, they will be glad to assist you with the extensive resources available to them. Before driving your vehicle, please read this Owner’s Manual carefully. This will ensure familiarity  with controls and maintenance requirements, assisting you in the safe operation of your vehicle.

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