PROTON FESTIVAL TO ALL MALAYSIAN

Celebrating 25 years of evolution at Festival PROTON 1 Malaysia

In celebration of its 25 years of operations, a convoy of over 60 Proton vehicles, from the very first Proton Saga to the latest Proton Inspira, will be travelling across Malaysia as part of its Festival PROTON 1 Malaysia.

From 18 December to 31 December, the convoy will make 11 stops across Malaysia, each time culminating into fun-filled events showcasing local artists’ performances and Proton’s entire range of cars over 25 years.

The end of Festival PROTON 1 Malaysia will end with a bang celebrating the new year on 31 December.
Source:Proton

Chevrolet New Spark

Is it possible to launch a car without launching a car? GM did just that at the 2009 North American International Auto Show, revealing the first image of the 2011 Chevrolet Spark minicar while rolling out onto the show stand the similar 2007 Beat concept. The production hatchback will appear live and in the sheetmetal at the 2009 Geneva motor show, but we sat down with sources close to the program to learn a little bit more.

It Looks Familiar

It should. If you'll recall the 2007 New York auto show, you'll remember a trio of pint-sized concepts: the Beat, the Trax, and the Groove. Each represented a possible design direction for GM's forthcoming new production minicar. GM asked the public to vote for their favorite design on its website.

Some two million votes were cast, and the Beat came out on top. The sole photo shown of the production 2011 Spark is almost a dead ringer for the Beat concept, save for the addition of two rear doors. GM hasn't shown an interior photo, but sources suggest it too will closely ape the concept's cabin and include niceties like MP3 audio systems and Bluetooth connectivity.

From Bupyong, With Love

As with both the Aveo and the current Spark/Matiz (sold in Europe and other markets), GM's leveraged its Korean Daewoo subsidiary for both development and production. That will be the same for the new Spark. Although engineering was overseen by Opel in Russelshiem, Germany, most activity, including assembly, will be performed in South Korea

Size (or the lack of) Matters

It's been called a microcar, and for good reason - this thing will be small. Though it's expected to be somewhat larger than the present Spark/Matiz, which is a scant 138 inches long and 59 inches wide, it will be slightly smaller than the current Aveo, which measures 170 inches long and 67 inches wide. (The next-generation Aveo, by the way, will likely grow a bit as it moves up to the Opel Corsa's Gamma platform with its next redesign, in 2011 or 2012.)

To most Americans - save for Smart ForTwo owners - the Spark will appear Lilliputian, but they may be surprised by the interior. We're told that clever packaging will yield a cabin that's not noticeably smaller than today's Aveo, but cargo space will be compromised - don't expect to get more than a couple duffel bags behind the rear seat.

Sparks destined for North America will be larger than their overseas brethren in one way: engine displacement. While vehicle classes and tax brackets in many Pacific markets mandate engines smaller than 1.0-liter in displacement, Americans will likely see something along the lines of a 1.2-liter four-cylinder. GM executives are promising fuel economy of 40 mpg highway, which would surpass the smaller, two-seat Smart.

Will It Sell?

That remains to be seen. Though GM was (more or less) playing by itself when it brought the subcompact Aveo to our shores, the viability of the segment had already been proven years earlier by the likes of the Geo Metro and the Ford Aspire. That's not the case for the even-smaller Spark - aside from the Smart ForTwo, this segment is a relatively unproven one in the truck loving U.S-of-A.

Still, GM has some reason to bring the car stateside. The quick shift away from large trucks and SUVs has shown automakers that if gas is expensive enough - say, $4 a gallon - consumers will move to smaller, more fuel-efficient cars. Smart sold nearly 25,000 cars in the U.S. last year, while Mini's U.S sales were above 54,000 units, making North America the brand's largest market.

There's also the matter of the web voting - while some differed in which concept they preferred, all shared one common message: build one, and bring it here. And GM will, in the fourth quarter of 2011.

Source:Automobilemag

New Comer From Proton

This is the Proton Lekiu concept, part of the group of Proton Pahlawan Series concept cars on display at the KLIMS 2010. It’s an Exora-based SUV concept that uses the Exora’s platform, and the styling especially the front end also borrows heavily from the Exora with some offroader style design elements added.This may or may not be sold as a Proton but we were informed sometime earlier this year at a briefing that Proton and Lotus Engineering were developing an SUV for Youngman Europestar so this could in fact be that project. If there’s a business case though, I don’t see why Proton won’t sell this. What do you think – should an SUV be part of Proton’s core model line-up? Look after the jump for a full gallery of the Lekiu Concept.

Source:Paultan

Persona Against Tuah??!!

Proton has quite a grand display at the KLIMS 2010 motorshow – there’s a whole array of concept models there that are called the Pahlawan series. All of them look like they could make it into production, at least some derivative of them – it’s just a matter of time when!

All of the concept cars are named after Malaccan warriors – Hang Tuah, Hang Jebat, Hang Lekir, Hang Lekiu and Hang Kasturi. The most exciting for me is this Proton Tuah Concept which you can see above. It’s a four door sedan that could most likely be a preview of the upcoming Persona R replacement model. It’s still a clay model of course so don’t expect production-like finishing. The Tuah/new Persona replacement will be Proton’s new global C-segment offering.

It features a new family face, with daytime running lights integrated in the headlamps and in the fog lamp area. The side profile features large 18 inch 10 spoke wheels wrapped with 225/40R18 tyres, and a nice sloping roofline. On the rear end the left and right tail lamp cluster is joined as a single piece, kinda like a 2nd generation Subaru Legacy.

Look after the jump for a full gallery of the Tuah!

Source:Paultan

Proton Inspira In Jebat Name??

A favourite modification theme for Mitsubishi Lancer owners is to ape the legendary Evolution, and we’re sure that some Proton Inspira owners or prospects are looking at the same direction too. But before anyone has attempted that on their new car, Proton Design themselves have come up with an “Inspira Evo” to provide some inspiration. As part of the carmaker’s “Pahlawan” series of concepts at KLIMS, this is the Jebat!

The Jebat has a matt black coat covering large parts of its front and rear, with a matching strip at the lower section of the doors. Look closely and you’ll also notice that the front and rear fenders are puffed up, wide-body style. There are also daytime LEDs, bonnet vents (three in total) and a rear spoiler for the Evo look. The rear bumper has a diffuser that’s quite narrow, covering only the length of the number plate. The wheels are 18-inch items.

Inside, Hang Jebat gets to sit on nice Recaros with red stitching, a theme repeated on the door panels. That and a Clarion touch screen ICE system are the only changes from the standard car.

Live and studio images after the jump. What do you think?

Source:Paultan

Bugatti Veyron Launch In India

The Bugatti Veyron was officially launched in New Delhi, India, on 28 October 2010, despite the 110% import tax which raises its price tag to an astonishing $3.6 million (about 160 million rupees), thus making it the most expensive car on sale in the country.

Until now, that title rested with the Mercedes Maybach, which retailed in the region of $1.3 million.

The company will deliver the supercars six to eight months after receiving the orders. There are no sales estimations at this time, according to Guy Caquelin, Bugatti's marketing manager for the Middle East, Europe and India.

Exclusive Motors, which is sole distributor for Bentley and Lamborghini in India, has been appointed official dealer and is now listed on Bugatti's website as its representative and "Official Bugatti partner of New Delhi."

Sources say that the first Bugatti Veyron has already been delivered to a Mumbai based realtor a few weeks ago and another two will meet its owner, a business tycoon in southern India, later this year.

The combined net worth of India's 100 wealthiest people climbed to $300 billion this year, equivalent to a quarter of India's gross domestic product. “People have more spending power and are getting more aware of owning beautiful things,” said Satya Bagla, head of Exclusive Motors Pvt., the dealer for Bugatti, Lamborghini and Bentley. “They are more ready to show their wealth.

Source:Autoevolution

New Altis 2011 From Toyota

Toyota-Astra Motor introduced the Corolla which facelift now comes with a new name Grand New Corolla Altis because of the large changes that occur. This launch also spelled out in Europe faster because only a few weeks ago.

The biggest changes occurred in the sector that is driving the engine and transmission. Toyota Corolla Altis now apply the dual VVT-i technology on the 1.8-liter engine (2ZR-FE) complement the existing similar technology in the 2.0 liter engine (3ZR-FE). Dual VVT-i set the valve opening and inhaust exhaust are computerized.

Whereas in the present transmission system using Super CVT-i with a seven-speed Sequential Sport Shift. This transmission offers refinement, silently and contribute to improving fuel efficiency. Equipped with Sequential Shift, so the driver can still play the transmission lever to pursue the pleasure of driving. Another option, new gearbox 6 MT.

Combination of these two new technologies that help increase fuel efficiency up to 7% plus extra comfort. Other additional devices in the car is equipped with Toyota’s new entertainment Navigation

In terms of exterior changes visible on the front bumper, headlights, rear combination lamps, alloy wheels, rear bumper, new design optitron meter, 3 spokes steering wheel, driving eco indicator and other changes.

Grand New Corolla Altis 2.0V so worth USD 380 million. 8.1 Type G to be USD 349.7 million and the new type E 08.01 USD 328 million.

Source:Jogjaspeed

ZX-14 Beast To Fight Hayabusa

2011 ZX-14

Do you want to go insanely fast? Does aiming your motorcycle at a distant vanishing through a grey halo of speed-induced blur make you feel truly alive?

Twisting the throttle of the 2011 Kawasaki Ninja ZX-14 will give you the experience you crave. Wind tunnel designed plastic and a high revving, high displacement inline-four pumping out an undisclosed amount of horsepower enable the brave to conquer the open spaces in short order.

There is little one can say about the differences between the two Japanese hyperbike screamers because it is nearly impossible for a mere mortal to test this class of motorcycle at its extreme end of performance.

Given a rider with the skill and strength of will to hit the limiter in sixth gear, there is a distinct problem in finding a suitable location for such a test.

A track day will tell you much about the low and midrange torque and horsepower, but long before you get close to the top end you run out of strait and all your concentration goes into wrestling the behemoth through corners designed to challenge a 600.

The logical venue is a standing mile time trial on a dry lakebed, but that does not lend itself to an informal test, not to mention the dismay the fine folks at Kawasaki might suffer at having a loaner bike entered into an official competition.

In the West, we have a very big desert with some lovely long, strait roads where one can join the 200 MPH club if so inclined.

Of course, that comes with the risk having your bike spend some time in an impound lot, or at worst spread across the landscape in very small pieces after trying to bunny-hop an endangered desert tortoise.

In the end, it is all pointless because the manufacturers have agreed to limit top speed to 300 kph (aka 186 mph). Despite the previously stated difficulty, if you are looking for a machine of the caliber of the Ninja ZX-14, there are characteristics that distinguish it from the other bike in its class.

Styling is a concern when it comes to the motorcycles we choose and the ZX-14 has that. Every angle is purpose built to accomplish the main task of the machine; slip through the ocean of air as cleanly as possible.

Contours ramp down from the passenger seat cowl, cutting through the rider compartment, over the four slashes along the tank, to culminate at a point on the ground preceding the front tire.

The lower fairing channels cooling air through the lightweight Denso radiator and around the engine compartment while deflector wings under the swing arm smooth the flow of air around the rear wheel. Front and back turn indicators fuse into the bodywork; the only thing distracting the flow of air over the fairing is the large ram air intake duct between the evil grin of the headlights.

Cool, high-pressure air channels through the central duct into the 1352cc four-cylinder DOHC engine, passing the 44mm Mikuni throttle bodies with 32-bit ECU controlled duel throttle valves.

Fine-atomizing injectors spray 75µm droplets of fuel at a 20-degree angle to cover a wider area of the combustion chamber to give a controlled even burn. Each of the four spark plugs has its own ignition coil allowing the ECU to optimize the tuning of each cylinder independently.

Perfect primary balance and dual gear-driven balancers reduce vibration to an absolute minimum while special piston profile and insulation in the magnesium timing chain cover reduces mechanical noise. The sound produced by the ZX-14 has an appealing turbine ambience and urges the rider to turn the throttle further.

A six-speed transmission is overkill in the Ninja ZX-14, as it can easily suffice to have only five gears, perhaps even four, for the majority of riders who throw a leg over this God of Speed.

The transmission started out very tight, but after a hundred miles the dogs wore in and slick shifting became the norm. The hydraulic clutch uses a radial-pump master cylinder--same as the front brake--which gives a clean look.

However, the throw is too close to the grip preventing two-fingered clutching. The slipper clutch works well; clicking down a couple gears and dumping the clutch gives a satisfying ratcheting down in speed without locking the rear wheel.

Handling, while not quick, is confidence inspiring. At the speeds capable by the ZX-14, you want extremely predictable handling so quick steering is replaced by strait line stability and precise corner tracking.

Engine placement in the hollow box aluminum frame plays an important part in the Ninja's handling. Front to rear balance is carefully designed into the bike to give the desired handling characteristics for a machine with a clamed curb weight of 567 pounds.

The road interface comes in the form Bridgestone Battlax tires, both wrapped around attractive cast wheels with offset center ribs so wheel weights can be located precisely along the centerline.

Kawasaki's twin 310mm petal front discs, with radial-mounted, four-piston calipers and rear 250mm petal disk with twin-piston caliper, provide admirable stopping power.

Each piston in the calipers has its own brake pad, which increases cooling efficiency and decreases the chance deforming due to heat. Braking is unaided by ABS, which saves weight but a motorcycle capable of such high speeds can use all the help available when slowing down.

The frame is a combination of box aluminum and cast aluminum to give strength and rigidity while remaining light and wraps around the engine, which is a stressed member to add torsional rigidity and further, save weight.

Dampening on the 43mm inverted cartridge forks is stiff in initial throw to resist dive during braking and the Uni-Track linkage rear suspension is fully adjustable, linear in action, and helps lower center of gravity by lowering linkage position.

Despite its high output, power application is smooth across the whole rev-range making the ZX-14 very predictable. Below 3000 rpm, the ZX-14 is quite tame and very easy to ride around town.

Digital Timing Advance in conjunction with exhaust design and high displacement gives the Ninja exceptional low and mid-range power with a very friendly throttle response. Between 3000 and 5000 rpm, you have an outstanding highway machine with comfortable ergonomics for the long ride away from civilization.

The bike is necessarily low for high-speed aerodynamics but this helps in mid-speed situations because the air hitting your chest helps take the weight off your arms from the forward positioned bars. Once the speedo hits the triple digits, the full effect of the wind tunnel designed body comes into play. Tucking into the envelope cut by the fairing feels natural and the sensation of pure speed overtakes your mind, driving out all mundane thoughts.

The 2011 Kawasaki Ninja ZX-14 combines attractive styling with mind-boggling performance in a package that pleases even if it never ridden to its full capability. You do not have to be super-human to ride one, but if you are, let me know what it is like at the redline in sixth.

2011 Kawasaki Ninja ZX-14 | Motorcycle Specs:

• Engine...Four-stroke, liquid-cooled, DOHC, four valve per cylinder, inline-four
• Displacement...1352 cc
• Bore x stroke...84.0 x 61.0 mm
• Compression ratio...12.0:1
• Fuel system...DFI with four 44mm Mikuni throttle bodies
• Ignition...TCBI with Digital Advance
• Transmission...6-Speed
• Final drive...X-Ring Chain
• Rake/trail...23 degrees / 3.7 in.
• Front tire size...120/70 ZR17
• Rear tire size...190/50 ZR17
• Wheelbase...57.5 in.
• Overall height...46.1 in.
• Overall length...85.4 in.
• Overall width...29.9 in.
• Front suspension / wheel travel...43mm inverted cartridge fork with adjustable preload, 13-way compression and 11-way rebound damping adjustment / 4.6 in.
• Rear suspension / wheel travel...Bottom-link Uni-Trak® and gas-charged shock with adjustable preload, stepless rebound and compression damping adjustments, adjustable ride height / 4.8 in.
• Front brakes...Dual semi-floating 310 mm petal discs with dual radial-mounted four-piston calipers
• Rear brakes...Single 250mm petal disc with twin-piston caliper
• Fuel capacity...5.8 gal.
• Seat height...31.5 in.
• Curb weight...566.7 lbs.
• Color choices...Candy Lime Green / Ebony, Ebony

New Replacement Model For Waja

As per some of your requests, Theophilus Chin has whipped up some artist renderings of what a new Lancer-based Proton Waja Replacement Model could look like, based on the disguised car we saw earlier today. Please remember the image above is just a rendering based on the disguised car and is not representative of any product Proton might launch in the future. Look after the jump for another front three quarter view. You can click any of the two renderings in this post for a larger view.

Source:Paultan

The Z1000 From Kawasaki

The Kawasaki Z1000 allotment for the American bazaar in 2010, and already afresh we should be beholden that Kawasaki had abundant to spare.Though the change is subtle, the headlamp/flyscreen is adapted slightly, giving the Z an alike sleeker, meaner face, and the headlight is Kawasaki’s aboriginal use of a “line-beam unit.” A new LCD apparatus panel, arresting through an orange lens, can be agee for bigger examination angles.The astern 41mm angle best compression damping acclimation for a now absolutely adjustable front-end, and a new close over the angle tubes accomplish it attending like one, big stout unit.

Also, a new button allowance helps appearance bankrupt headers while added pieces awning the mid-pipe allocation aloof ahead of the bifold bankrupt cans that engineers fabricated beneath than on the 2007-08 Z1000 acknowledgment to the use of an under-engine pre-chamber. Otherwise, the bankrupt retains the “quad” look.The antecedent Z had a bore and achievement of 77.2 x 50.9mm, banausic from the aboriginal bearing Z’s 953cc displacement. The 2010 archetypal now sports 77 x 56mm bore and achievement abstracts – absolutely 1mm over the ZX-10R’s 76 x 55mm – for an agent displacing 1,043cc. Compression arrangement is 11.8:1, and fueling is handled by a coffer of 38mm Keihin burke bodies.

Specs / Specification New Kawasaki Z1000 ( 2010 ) :

* Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
* Displacement: 1043cc
* Bore x Stroke: 77.0 x 56.0mm
* Compression Ratio: 11.8:1
* Fuel Injection: DFI with four 38mm Keihin throttle bodies, oval sub-throttles
* Ignition: TCBI with digital advance
* Transmission: Six-speed
* Final Drive: X-ring chain
* Rake / Trail: 24.5 degrees / 4.1 in.
* Frame Type: Aluminum Backbone
* Front Tire: 120/70 ZR17
* Rear Tire: 190/50 ZR17
* Wheelbase: 56.7 in.
* Front Suspension / Wheel Travel: 41 mm inverted cartridge fork with stepless compression and rebound damping, adjustable spring preload / 4.7 in.
* Rear Suspension / Wheel Travel: Horizontal monoshock with stepless rebound damping, adjustable spring preload / 5.4 in.
* Front Brakes: Dual 300mm petal-type rotors with radial-mount four-piston calipers
* Rear Brake: Single 250mm petal-type rotor with single-piston caliper
* Overall Length: 82.5 in.
* Overall Width: 31.7 in.
* Overall Height: 42.1 in.
* Seat Height: 32.1 in.
* Fuel Capacity: 4.1 gal

Source:ExclusiveAutomotivePerformance

Skyline R35 New Facelift

Nissan’s GT-R is set for the most comprehensive update yet! To go with the freshly updated look revealed in these leaked pictures, Nissan’s halo-car will get a few engineering tweaks as well as welcoming a luxurious new Spec-M model to the range.

Visually, the GT-R gets new daytime running lights and a restyled front bumper, while at the back there’s a new diffuser. The tweaks are functional too, the new shape improves the GT-R’s aerodynamics, with the drag coefficient dropping from 0.272 to 0.268. The updated diffuser has improved downforce by 10%.

The black and blue paint finishes shown in the picture are all-new for the updated car and will be named Aurora Flare Blue Pearl and Nebula Opal Black.

The driving experience will be improved too. A new set of forged aluminium wheels are 12kg lighter than the existing units, helping to improve everything from acceleration to handling.

Spec-M variants offer buyers new levels of customisation and there’s a £4,000 optional pearlescent white finish unique to the luxurious supercar. Among the changes will be softer springs, more comfortable leather seats and a wide selection of interior colours and materials.

All new models will see power and torque from the twin-turbcoharged 3.8-litre V6 increased and efficiency improved by around 3%.

The lighter and more powerful performance focused Spec-V will also inherit the latest updates. Below that, base models will now be labelled Pure Edition.

Source:Autoexpress

Recalls From Ferrari

After completing its investigations into the fires which affected a number of 458 Italias, Ferrari has issued a voluntary safety recall to get modifications carried out to all 458s which have been built so far.

The campaign covers all cars built so far, up until the end of July. As the factory was shut in August, so no cars were made in that month, this will affect 1,248 cars.

Dealers are calling or emailing clients so the modification can be made to the wheelarch and heatshield assembly. Letters are also being sent.

Adhesive used in the wheelarch assembly has been found to be liable to melt at high temperatures, deforming the wheelarch which can then fall against the exhaust. If the car is being driven hard in places with a high ambient temperature, there is also a risk that the adhesive can catch fire.

The recall will see the adhesive used in the assembly replaced by mechanical fasteners.

Owners of the five cars which hit the headlines because of fire damage will be given a brand new replacement 458 free of charge, as long as the fire was caused by the adhesive issue.


Source:Autoexpress

New Launch From Lotus

Lotus has released full information and photos of its latest sports car, the Evora. Previously known only by its "Eagle” code name, the car was revealed at the British auto show.

The Evora will be positioned above the Elise and Exige S models and, like the not-for-the-U.S. Europa, aims to provide increased day-to-day usability, which means it should be no harder to get in and out of than a Corvette, with a low, flat door sill. Think Porsche Cayman as opposed to all-out track toy: the Evora will carry more creature comforts and be larger (although that’s a relative term) than the Elise and Exige in an attempt to help attract new customers to the Lotus brand.

The basic structure is similar to every other modern Lotus: mid-engine, lightweight—the Evora prototype weighs 2976 pounds—and smaller than most everything else on the road. Like the Europa, the Evora has a sloped rear window and a fixed roof, although a convertible will arrive at a later date, and Lotus hints at further variants.

The Evora will be offered either as a true two-seater or with a 2+2 seating arrangement, but Lotus warns the rear seats are only suitable for children, and we suspect only those with very short legs.

Power will come from a Toyota 3.5-liter V-6 with variable valve timing, tuned to produce 276 horsepower and 252 lb-ft of torque, and Lotus says the car clears the 0-to-60-mph sprint in less than five seconds and tops out around 160 mph.

The Evora employs typical Lotus aerodynamic tricks to keep the car planted at high speeds, including a rear diffuser and spoiler. Lotus engineers claim the Evora is quicker around the famed Nürburgring circuit than the Elise. It is not designed to offer a go-kart-like ride, but rather to appeal to a wider demographic. That said, the Evora rides on Bilstein shocks and Eibach springs, so performance should still be superb.

Inside there are way more toys than in the Exige and Elise: air conditioning, leather seating, a tire-pressure monitoring system, a backup camera, cool blue LED lighting, and a remote garage-door opener.

There’s also a slick Alpine audio and navigation system with satellite radio, iPod, and Bluetooth connectivity, and a clever audio equalizer. We recently installed a similar system in our long-term Subaru WRX STI, and it sounds great.

As a further concession to practicality, the Evora even has a rear-mounted trunk that’s supposed to fit a set of golf clubs. Because it’s mounted behind the engine, the trunk is cooled to stop engine heat from melting cargo—but we wouldn’t go so far as to put ice cream back there. Lotus rounds out the features list with anti-lock brakes and traction and stability control.

Lotus says it will be another six months before the Evora is available for test drives. The Evora will go on sale in spring 2009, starting in Europe, with only 2000 to be built per year unless demand warrants adding a second shift at the Hethel, England, plant. We’re waiting to hear back from Lotus on how many are headed to the U.S. We expect them later in 2009 as 2010 models.

The car is the first of three new models Lotus promises as part of a five-model business plan to grow the niche brand. It is the first all-new addition to the lineup since 1995.

Source:carandtrader

Kia SUV 2010

Longer and lower, the new Kia Sorento brings sleek styling and a futuristic touch to the world of the urban CUV. With its longer front overhang, wedge profile, crisply defined greenhouse and accentuated wheelarch volumes, Kia's new CUV looks thoroughly modern and sporty.

The 4.7-metre long new Kia Sorento moves vehicle design in this segment up to a new level of sophistication.

As part of Kia's drive to expand market coverage with its latest CUV, the new Kia Sorento will be manufactured with a total of four engines - with different engines being available in various regions around the world in order to best suit local requirements and with CO2 emissions from just 173 g/km.

The original Kia Sorento was a 'landmark' vehicle which took the Korean brand into a whole new section of the automotive market all around the world. Introduced in 2002, it marked a huge step for Kia, challenging many established 4x4 and SUV brands and starting the process of changing public perception of Kia as a 'maker of small cars.'

Now, under the direction of Kia's Chief Design Officer (CDO), Peter Schreyer, the Kia design team aimed to deliver futuristic styling with a bold sense of power and dynamism, to once again differentiate Kia's larger CUV (Crossover Utility Vehicle) from potential rivals by incorporating Kia's new design DNA.

"The dynamic design of new Kia Sorento adopts simple, linear lines to create a powerful, yet polished appearance. Sporty and striking, the new Kia Sorento represents a new breed of vehicle," commented Peter Schreyer, CDO of Kia Motors Corporation.

Bold frontal styling incorporates Kia's new 'signature grille' that blends seamlessly into the new Kia Sorento's four-light, black bezel wrap-around headlamps. The profile's rising upper belt-line and the dynamic bevel treatment beneath the greenhouse plus the unique trapezoid C-Pillar adds tension and endows new Sorento with a unique appearance. Extending the rear window to the outer edges of the simply styled tailgate hints at the spacious cabin and the large tail lamps enhance the sporty appearance.

During the development of the new Sorento, Kia engineers ditched the body-on-frame structure and designed an all-new unitary (monocoque) bodyshell with room for up to seven occupants. Building on those new foundations, they concentrated on eight key areas - class-leading performance, increased fuel economy, reduced emissions, improved on-road handling, more fun-to-drive responsiveness, greater cabin space and comfort, enhanced overall safety and the introduction of new technologies.

The original Kia Sorento earned widespread media and public acclaim for its innovative styling, durability, off-road abilities and value-for-money. Since 2002 it has attracted thousands of customers who had not previously considered buying a Kia and achieved global sales of almost 900,000 units.

"With the new Sorento, we have created an all-new, seven-seater CUV that will soon be recognized as an 'exciting all-rounder' with a much broader customer appeal," commented Hyoung-Keun Lee, Senior Executive Vice President & COO of the International Business Division. "Despite the current economic uncertainties, we are confident that the new Kia Sorento will significantly increase Kia's share of the CUV market, achieving annual global sales of 140,000 units from 2010."

The new, longer bodyshell created for the new Kia Sorento, with its repositioned A-pillars and dashboard (moved forwards) and extended tailgate (moved rearwards), ensures that the cabin is much more spacious than the current model. The real and perceived quality of the cabin is greatly enhanced and available high-tech features will include: keyless entry, engine start button, reversing safety camera, built-in sat-nav and panoramic glass sunroof.

The new Kia Sorento's interior styling echoes the sense of power and dynamism created by the exterior appearance. Kia is confident that existing Sorento owners and new customers will be equally impressed by the cabin's generous proportions, sweeping dashboard design, high-quality fit, discreet trim accents and the availability of numerous high-tech features.

The thick-rimmed three-spoke steering wheel is becoming a Kia trademark feature and through it the driver can view another element of Kia's developing design DNA - the 'three-cylinder' instrument cluster. Similar to the cluster fitted to the latest version of Magentis and the recently-launched Kia Soul, the new Kia Sorento's cluster has clear and precise graphics.

Depending on the model, new Kia Sorento will be equipped with a six, eight or 10-speaker audio system, with MP3 and iPod connectivity, plus built-in or external amplifier and a new sat-nav system with a 6.5-inch screen. Remote controls for the audio system are mounted on the steering wheel.

The longer bodyshell created for new Kia Sorento ensures that the stretched cabin is much more spacious than the current model, with seating for up to seven people. Interior headroom is increased by 64 mm (to 906 mm) and legroom by 102 mm (to 795 mm). Luggage space in the new Sorento is amongst the best-in-class as cargo capacity is increased by 15per cent, thanks to moving the tailgate back by almost 70 mm.

During the design and engineering process to create the new Sorento, Kia's research and development team prioritized achieving a major improvement in the vehicle's refinement and minimizing its noise, vibration and harshness (NVH). An excellent foundation for creating a vehicle with good NVH qualities is a stiff bodyshell structure and the new Kia Sorento features a much higher percentage (70.4per cent) of high-tensile strength steel compared to the previous model (40.0per cent).

Kia's all-new Sorento will be manufactured with up to four different engines to meet the needs of motorists in every region of the globe.

For the Korean market, Kia is offering the new Kia Sorento with three engines, including a version of its 2.7-litre V6 engine running on low-cost LPG (liquefied petroleum gas) called the 'Mu LPI'. This unit delivers 165 ps and 244 Nm - the reduced outputs are a consequence of using LPG which contains 25% less 'stored energy'. New Kia Sorento will also be available in the Korean market with the four-cylinder 2.4-litre Theta II petrol engine that delivers 175 ps and 225 Nm, as well as the new four-cylinder R2.2 diesel engine.

The all-new 'R' family of turbo-diesel engines proves that Kia's engineering capabilities are indeed world-class. The 2.2-litre engine comfortably out-performs most four-cylinder and many V6 units from rival brands, while complying with Euro 5 emissions standards thanks to their third-generation common-rail fuel system. The R2.2 generates a maximum of 197 ps and 435 Nm.

New Kia Sorento buyers will be offered a wide choice of transmissions and drivetrains - depending on model. Five-speed and six-speed manual and automatic transmissions will be offered. Both six-speed transmissions are new or upgraded.

Kia's all-new six-speed automatic transmission is a regular 'torque converter' automatic, but it incorporates a unique 'flat' torque converter, which allows the unit to be 54 mm shorter, has 62 fewer parts (than a five-speed unit), weighs 12 kgs less and boosts fuel economy by up to 12per cent over a traditional automatic transmission.

New Kia Sorento buyers can select from two advanced drivetrains to 'best-match' the on-road and off-road abilities of their new Kia vehicle to their lifestyle. The 2WD drivetrain offers lower weight and enhanced fuel economy, while the 4WD drivetrain will be ideal for buyers who regularly face difficult driving conditions, tow trailers (weighing up to 2,500 kilos, depending on model) or go off-road.

Traction is also boosted by the available HAC (Hill-start Assist Control) which prevents the vehicle slipping backwards, and DBC (Down-hill Brake Control) that limits vehicle speed to just 5 mph on steep declines.

For the new Kia Sorento, the suspension engineers' brief was to shift the handling bias a little to improve the on-road driving experience, in terms of ride quality and steering 'feel' - whilst retaining the vast majority of the previous model's off-road abilities. The suspension has been lowered by 10 mm and thanks to the new unitary (monocoque) bodyshell construction the centre of gravity has been lowered by 54 mm.

The MacPherson strut front and multi-link rear suspension is 'carried over' from the previous model, but with significant improvements. The steering is now more direct, requiring fewer turns of the wheel lock-to-lock.

For maximum stopping power, all new Kia Sorento models are equipped with an all-disc braking system. Either as standard or an option, ABS anti-lock and EBD brake force distribution systems are available.

New Kia Sorento presents buyers with a range of state-of-the-art safety systems and equipment as standard or as options - depending on market. Active safety technologies that buyers can specify include ESC, HAC, DBC, TPMS (Tire Pressure Monitoring System) and RPAS (Rear Parking Assist System), plus several systems to boost braking performance during extreme conditions.

Reversing is made even safer by a new Kia Reversing Safety Camera mounted on the tailgate. This camera is fitted with a 130 degree wide-angle lens and transmits images to a 3.5-inch LCD display panel set within the cabin's rear view mirror whenever reverse gear is selected.

New Kia Sorento's robust all-new bodyshell structure delivers increased impact resistance. Using a much higher percentage (70.4per cent) of high-tensile strength steel the new vehicle achieves excellent rigidity and strength. Particular attention was paid to the B-pillar areas, with a roll-over hoop incorporated into the B-pillars and much stronger (60 kg grade) steel is used in the side sills.

The new Kia Sorento bodyshell is designed to achieve the top-score 5-Star rating in Europe's EuroNCAP and the USA's current official NHTSA crash tests, plus a 'Good' rating (again the top-score) in IIHS tests for both frontal and side impacts.

Source:Netcarshow

New Subaru Outback 2010

For fifteen years, the Outback as all but defined Subaru in the United States. The high-riding wagons have been the perfect vessels for the brand's signature all-wheel-drive system. Through three generations, the Outback formula has effectively remained the same. For the fourth-generation 2010 Outback, Subaru has made the most significant changes so far to its best-known model.

The Sport-Utility Wagon: More of the former, less of the latter.

Subaru had been offering four-wheel-drive station wagons here since the mid 1970s, but it wasn't until 1995 that the company created the Outback as a special model. Essentially an all-wheel-drive Legacy station wagon with extra ground clearance and a rugged, outdoorsy image, the Outback has hewn to the same formula through two successive redesigns, even as it has added more engine options (including a turbocharged four and a six-cylinder) and more luxury features.

For 2010, however, the Outback branches out, using a unique bodyshell instead of borrowing one from the Legacy wagon (which is no longer sold in North America, but is still offered in Subaru's home market). Given free reign to craft an Outback-specific body, Subaru designers evolved the shape away from a pure station wagon and more towards a crossover/SUV--much as they did with the new Forester last year.

As a result, the car is fractionally shorter in length (by 0.8 inch) but substantially taller in height (growing 2.0 inches) and wider (2.3 inches). The larger body provides more passenger room and cargo space. Most significant is the increase in rear-seat legroom, which has been expanded by nearly 4 inches, and is now truly generous even for passengers over six-feet tall. The higher roofline provides lots of headroom as well, and seat comfort--formerly a sore point--has improved. In the cargo hold, a repackaged rear suspension is less intrusive, and maximum volume is up by nearly 6 cubic feet while the height of the load floor remains low.

Still a kin to the Legacy, at least under the skin

Although it no longer uses a Legacy wagon's body, the Outback is still mechanically related to the Legacy sedan, which is also new for 2010. Both cars share four- and six-cylinder horizontally opposed boxer engines, along with a range of available manual and automatic transmissions.

This new Outback, however, loses one of its previous three engine choices. The base 2.5-liter four remains, as does the--now larger--six-cylinder, but the turbocharged four has been dropped (although Subaru still offers it in the Legacy GT). Subaru product planners point to poor sales of the turbo in the outgoing model, although a turbocharged engine's inherent advantage at high elevations would seem to make it a good choice for in mountainous areas where the Outback is so popular.

Two boxers left standing

Like all Subaru engines, the two remaining offerings are horizontally opposed, or boxer, engines. The four-cylinder is essentially the same unit that as before. For 2010, however, its two available transmission choices are new. Where the Outback previously did not offer a manual transmission, it now has a six-speed stick shift as standard on the base and mid-level ("Premium") trim levels. Choosing it saves $1000 over the available automatic, but you give some of that back at the gas pump, as the manual's gas mileage, 19/27 mpg (city/highway), falls short of the automatic's 22/29 mpg.

The reason for the automatic's efficiency is that it's a continuously variable transmission (CVT), which is great for fuel economy but is a little strange when accelerating as it can hold the engine at the optimal rpm rather than allowing revs to rise with the car's speed. There are also shift paddles that allow the driver to effect manual up- and downshifts through six preset ratios. Overall, the 170-hp four is up to the task of moving the relatively lightweight Outback--which is commendably svelte compared to the typically porky crossover--but one occasionally wishes for more grunt during two-lane passes or when climbing the steepest hills.

The Outback's optional six-cylinder engine is larger than before--3.6 liters, up from 3.0. Its 256 hp is a modest increase over the smaller six's 245 hp, but its 247 lb-ft of torque a represents a more substantial jump over the previous 215 lb-ft. Despite the increased displacement, the six--which is paired exclusively with a five-speed automatic--manages to increase both city and highway fuel economy by 1 mpg, to 18 city/25 highway. And unlike its predecessor, it runs on regular fuel. This engine makes easy work of propelling the Outback. Less expensive to run than the old six, and less expensive to buy (the extra cost is slightly lower than before), the six-cylinder could see a greater take rate than its recent average of 10 percent or so.

On (and off) the road

Both engines are surprisingly quiet--the burbling, boxer-engine patter that has long characterized Subaru four-cylinder engines is suppressed. The Outback is a quiet cruiser overall; Subaru has finally ended its fixation with frameless door glass, and wind noise is notably absent. The front suspension is essentially the same as before with damper struts, but the rear switches from a multi-link setup to A-arms. The ride on the highway is plush, if a bit floaty, with suspension tuning identical for both engines. The steering is slightly quicker in the new car but it's not very linear, with a bit too much gain as one moves off center, resulting in the need for small steering corrections.

Of course, a major component of the Outback image is its ability to venture off-pavement, and that capability is slightly enhanced, as all Outbacks now have 8.7 inches of ground clearance and the front and rear overhangs have been trimmed. For most Outback buyers, "off-road" likely translates to "dirt roads". We bombed down plenty of dirt two-tracks in the mountains of Montana, and the Outback never put a tire wrong. More impressive was the car's body structure, which proved tight and rattle-free despite the pounding.

Other items and innovations

In keeping with its outdoorsy image, the Outback is often shown with bikes, skis, or kayaks on its roof, so it's fitting that a roof rack is standard. An interesting new twist, however, is that the rack's crossbars--which often are sold as an extra-cost accessory or, if they're standard, can't be removed and therefore contribute to wind noise--pivot out from the side rails, where they're stored when not in use. A new Harman/Kardon sound system is available, with a USB port and an iPod input (for those who don't upgrade to the H/K system, and iPod input is available as a dealer accessory). Other new options include navigation, a rear-view camera, and Bluetooth phone connectivity. The parking brake is now electronically activated by a button on the dash, and includes a useful hill-holder feature.

Powertrain

Engine: 2.5-liter SOHC H-4Horsepower: 170 hp @ 5600 rpmTorque: 170 lb-ft @ 4000 rpmPowertrain: 3.6-liter DOHC H-6Horsepower: 256 hp @ 6000 rpmTorque: 247 lb-ft @ 4400 rpmTransmissions: 6-speed manual, continuously variable automatic, 5-speed automaticDrive: 4-wheel

MeasurementsL x W x H: 188.2 x 71.7 x 65.7 inLegroom: 43.0/37.8 inHeadroom: 40.8/39.3 inCargo capacity: 34.3/71.3 cu ft (seats up/down)Curb weight: 3386-3658 lbsEPA rating (city/highway): 19/27 mpg (2.5L, 6-speed), 22/29 mpg (2.5L, CVT), 18/25 mpg (3.6L)

source:automobilemag

Aprilia New Reveal

It really doesn't trouble the RSV4R, though. The little Aprilia carves into the first left-hander, then flicks right as I wind back the throttle and send the bike accelerating off the second apex with a deep V4 growl. The bike is so stable and sharp that it feels like it could steer itself, and that's despite the fact that this is the cheaper, less extravagantly-fettered version of Aprilia's new superbike.

But it's no surprise that the R-model is this good, considering how much it has in common with the exotic RSV4 Factory with which Aprilia's V4 adventure began less than a year ago. The vital stuff is retained, notably the gorgeous bodywork and the 999cc, 16-valve V4 motor. The only engine-related differences are aluminium cases (instead of magnesium) and the lack of variable-length intake tracts that help prolong the Factory's peak power.

This bike also has conventional plastic bodywork instead of carbon-fiber and the frame isn't adjustable at the steering head, engine mounts and swingarm pivot. Instead of Öhlins components the R uses a Showa fork and Sachs shock, and the wheels are cast rather than forged. In total the R is 11 pounds heavier, at a claimed 407 lbs. dry.

This Portuguese launch wasn't actually the R-model's debut. The event was originally scheduled for Mugello, Italy, six weeks earlier, but was cancelled halfway through the first day after five bikes blew up due to a batch of faulty connecting rods. Aprilia was severely embarrassed, but thankfully the problem happened after six months of trouble-free production that had proved the V4's basic reliability.

Estoril was booked for the relaunch, and the Lisbon area's fickle weather just about obliged. The RSV4R felt wonderfully light and responsive as I headed out onto the track for the first session. Its steering precision and neutral feel made it wonderfully confidence-inspiring through the decreasing-radius first bend, and I was thankful for the steering damper every time the bike wheelied as I swung left and accelerated down the following hill. Much work went into fine-tuning the notably compact and well-balanced chassis, and it's quite evident when riding it. The 1000 handles like a trimmed-down 600, a benefit of careful chassis design which includes extending the fuel tank under the seat for improved weight distribution.

Perhaps the R's stationary intake trumpets meant I was shifting earlier, but if the R-bike was any slower than its Factory sibling, the difference was unnoticeable. It still charged toward its 14,000-rpm limit with haste, and repeatedly put 165 mph on the digital dash. And there's certainly no difference in braking abilities, since the R retains the Factory's Brembo Monobloc calipers and 320mm rotors.

Suspension action was sublime, too, even if the R's fork and shock aren't as refined as the Factory's. Spring rates are unchanged and both ends are fully adjustable, although the range is slightly narrower. Even when the track dried after lunch, the Aprilia handled superbly on showroom settings, and better still after I'd firmed it up with a little extra damping front and rear.

It's certainly an addictively fast and sweet-handling machine, with the same sleek looks, compact size, pure speed and razor-sharp handling that have made the Factory so popular with everyone who has ridden it. My only quibble is that Aprilia hasn't followed Ducati and BMW's lead in offering traction control, which would have been reassuring on the damp surface. But this is the base model, after all.

Aprilia's publicity materials claim the R's personality is significantly different, but I disagree. It handles so well and is so blisteringly fast that the performance on road or racetrack would be almost identical for all but the very fastest riders. The Factory's upgraded components are nice, but with a price $5000 less, I'd pick the base model every time.

Inevitably the R's aggressive character and compact size mean it won't be the most practical or versatile sportbike, any more than the Factory is. Some people have suggested that Aprilia should have attempted to broaden its appeal by softening its power delivery or attempting to make it a bit more comfortable. Thank goodness they resisted any temptation to do that. The Factory is a stunning race-replica that fully justifies its high price; and the RSV4R is a majestic mass-produced superbike that provides similar style, performance and thrills for a lot less money. You really can't go wrong with that.

source:motorcyclistonline

Malaysia New In Market-Freed

Honda Malaysia Sdn Bhd is set to introduce a new addition to an already impressive local vehicle line-up. Set to make an appearance early in the second quarter of the year, the Honda Freed – a premium compact multipurpose vehicle, – will, according to Honda Malaysia, make it’s debut into an unrivalled market segment, initiated by Honda Malaysia to fulfill the market’s demand for more refined and urban compact MPVs.

The Freed will be imported from Indonesia and Honda highlights that the Freed will be made distinguishable from other local MPV’s by its unparalleled features that include an automatic sliding door and a flat-floor walk-through cabin among others.

“Since its official launch in Japan in 2008, the Freed has been well received in the Asia region including Indonesia and Thailand. It later garnered great anticipation in Malaysia in 2009. Therefore, we are excited to inform all that Honda Malaysia will be bringing in the Freed onto Malaysian shores in the second quarter of this year,” said Mr. Toru Takahashi, the Managing Director and Chief Executive Officer of Honda Malaysia.

The Freed was designed to meet both the functional and aesthetic requirements of a modern urban MPV. Categorised as a premium selection vehicle, the Freed is targeted at young urban families. It has been well received among families in Japan, hitting the No.1 spot in minivan sales after just six months of introduction into the Japanese market. After hitting 130,000 units sold in Japan (as of December 09), the Freed was awarded Japan Car of the Year 2008/2009 in the Best Value segment.

The Freed has also been well received in Indonesia, Thailand and Singapore, and arrives on Malaysian shores in early Q2, seeking to add greater value to the market with its unparalleled specifications.

Source:Zerotohundred

Satria Neo R3 Lotus:RM115 K Maybe 25 O.T.R

Proton Satria Neo R3 Lotus Racing edition with Tuned 1.6 Campro CPS engine by Race Rally Research (R3) – Proton’s tuning division uncovered. With upgrades about RM60,000 of equipments and tuning from a standard Proton Satria Neo CPS, this mean machine receive a 145 bhp and 168 Nm of torque from a 1.6 engine. Judging by this figure, it is impressive.

However Proton only able to claims 9.2 second on this Proton Satria Neo CPS R3 Lotus Racing Edition. Another highlight of this car would be – it costs RM115,000. Many would think this it’s too much to pay for a Satria Neo. Let me walk you through the upgrades that has been done. The Satria Neo R3 Lotus Racing edition looks some what fimilar from the Satria Neo R3, but Proton claims that claims it’s front back bumper are make with Race Proven FRP material and improved Aerodynamics.

The Proton Satria Neo R3 Lotus Racing Edition is inspire by Lotus. Therefore, there’s only one colour available – which is Lotus’ Green. The car here, it’s also style with some sporty elements such as yellow racing stripes and carbon fiber materials all over the car. From the outlook, the most signification difference would the be widen fenders with air vents and a Lotus badge on it.

The heart of the Proton Satria Neo R3 Lotus Racing Edition is using the 1.6 Campro CPS which can be found on the conventional Satria Neo CPS. The displacement remained as 1597cc with maximum output of 145bhp @ 7,000rpm and torque of 168Nm @ 5,000rpm. This limited edition only comes with Manual Transmission.

Mainly, the power train enhancements for the Lotus Racing Edition have added R3 Engine Management System, R3 Camshaft with Adjustable Alloy Cam, R3 Alloy under drive pulleys, R3 Titanium Manifold Extractor, R3 Tuned Exhaust System and R3 Carbon Fibre Air Intake with K&N Filter inside.

After a short chat with the R3 representative, he mentioned that the gearbox final gear ratio has been replaced with closer ratio gear for better acceleration which not listed on the brochure and the rest of the components besides the enhancements are similar to conventional Satria Neo CPS. Therefore, there will not be any problem getting an experienced mechanic to service and maintaining the car. Photo below shows R3 Aluminum Gear Knob.

The performance result was average at its class with no surprises of maximum speed of 200km/h and 0-100 km/h in 9.2secs. In fact, the Proton Satria GTi R3 that was introduced in late 2004 with 1.8L 4G93P perform even better with 0-100 km/h in 8.2secs and 140whp @ 6100rpm.

A set of Ohlins DFV (Dual Flow Valve) fully adjustable coil-over suspension with R3-tuned spring and damper rates are fitted to the car. The car benefits with lower ride height, stiffened rubber suspension bushes and revised suspension geometry. This allows the driver to have a better handling, more responsive steering feedback and better cornering precision.

Pop-up the rear boot of the Satria Neo R3 Lotus Racing, and you will notice there’s a knob on side each for the car. The function it’s that to adjust the level of hardness of the rear suspension when it is needed.

However, I doubt that it requires such a serious braking system but it comes with a massive 4-pot AP Racing calliper and cross ventilated discs for the front brakes. For the rear brakes, it remained as standard 1-pot with solid discs. The Satria Neo R3 Lotus Racing is also equipped with ABS and EBD. The rims of the Satria Neo here is a set 16″ OEM from Advanti and claims as R3 Light Weight Alloy rims.

Aside from the performance upgrades, Proton has also done many upgrades on the cosmetic part. For example, a push-start button is installed along with the car but you will also need to insert your key to start the engine. The steering is wrapped with leather and with a yellow centered indicated.

The seat of the Satria Neo R3 Lotus Racing edition is wrapped with Nappa Leather of course with styling inspired by Lotus and the Lotus Logo on the headrest. However as compared to the earlier version of Satria Neo R3, this unit here doesn’t have bucket seat. The seats are basically wrapped leather seats from the standard seats in any Satria Neo.

The door panel of this special edition Satria Neo it’s also redesign to suit the car’s theme.

The Satria Neo R3 Lotus Racing car is fitted with few carbon fibre equipment to reduce weight and styling purposes. The bonnet here as the picture show is made with light-weight carbon fibre material.

Asides, that the door still also fitted with carbon fibre material. We did a check on it whether it is carbon fibre or sticker, and yes it is real carbon fibre attach on the surface of the door frame.

All this while, the carbon fibre parts on the R3 are prone to theft. Many R3 owners resorted to removing these lightweight parts and replacing them with standard parts, refitting them only during track day or events.

Our sources say that 15 units are already booked for and remain 10 units up for sale as of 30 March 2010. One of the owner of this beautiful masterpiece belongs to the Proton Advisor, Tun Mahathir which he owned a collection of R3 in his garage.

Source:Fastmotoring