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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 our blog and we hope you will enjoy it very much. Guys, what are you looking for is here. You can also download it below. But I think it will be better if you read the review of 2010 Nissan Xterra Owners manual first.

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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The 2007 or 2013 Hyundai Sonata builds on the strengths of last year's completely redesigned model that captured the hearts and minds of the automotive press, and the checkbooks of scores of consumers. Along with the attractive design, fine build quality, smooth performance and quiet ride of last year's model, the 2007 version adds a few worthwhile improvements. The steering wheel-mounted audio controls now allow one to surf station presets or CD tracks and all engines now meet ULEV (ultra-low-emission vehicle) standards.

Thanks to its generous amount of interior space, the Hyundai Sonata is actually classified by the government as a "large car," although its exterior dimensions are squarely within the midsize family sedan category. This makes for a 'best of both worlds' benefit -- the cabin offers plenty of room for rear passengers, while the Sonata remains relatively easy to maneuver and park on crowded city streets.

Although Hyundai's early days in the U.S. saw the company struggle due to subpar performance and overall quality, the company has reinvented itself within the last decade. Nowadays, things are 180 degrees from that rough start, and you can find Hyundai winning comparison tests (as the Sonata did in a price-driven Edmunds.com family sedan test) as well as initial-quality awards from J.D. Power. It also boasts strong five-year/60,000-mile bumper-to-bumper protection and 10-year/100,000-mile limited powertrain coverage.

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