It must be the 40th consecutive time that I exit Turn Six on my way uphill along the Rahal straight toward the Corkscrew. I’m going to pull into the pits on this lap, but only because the low-fuel light has come on. This isn’t an endurance race, but the press launch for the 2008 Yamaha R6, held at Laguna Seca Raceway. Our track instructions are simple: grab a bike and ride as you please; there won’t be timed sessions, just a lunch break, and we’ll be wrapping up at 4:30 pm.

I need no further motivation to lap at will, and the first thing I notice about the new R6 is how easy it is to ride. The last time I rode the R6 was during our 600 shootout at the Spring Mountain circuit in Pahrump, Nevada (CC, June 2006). At that tight course, I recall the R6 was the most demanding bike to ride, not because of its handling, which was the nimblest of the machines on test, but because of its engine’s hair-trigger response. Just a few hundred revs off song and all momentum was lost, demanding lively shifter action, and going fast required a level of concentration afforded only trained athletes.

It’s no surprise, then, that most of the changes are designed to improve power delivery. Headlining those changes is the addition of the Yamaha Chip Controlled Intake (YCC-I) introduced on the 2007 R1. Intake stack length is now variable from 66 mm, to 26 mm above 13,700 rpm. Bore and stroke are unchanged (67 x 42.5 mm), but a new piston raises compression ratio to 13.1:1 from 12.8:1 and a new exhaust cam features slightly different valve timing aimed at improving mid- to top-end power. Aside from those changes, Yamaha claims that “50 friction-reducing strategies” are incorporated into the engine, and fuel-injection mapping is revised. YCC-T fly-by-wire throttle control returns, and response is flawless.

Although the changes aren’t revolutionary, I’m amazed at how differently the revised engine responds. While the previous model felt flaccid below 11,000 rpm, only to scream to redline thereafter, the ’08 model feels stronger from about 6,000 rpm, and begins pulling hard from about 9,000. Though power still comes on at relatively high revs, the broader powerband is more forgiving, therefore requiring fewer shifts, and ultimately less taxing on the rider.

The previous model’s over-rev capability was its saving grace, allowing the rider under certain conditions to save a gear change before a turn, thus saving time. The new Yamaha R6 still benefits from this, as well as having the added bonus of providing an auditory warning as redline approaches. The YCC-I is clearly audible when activated, with a pronounced increase in the intake howl as the tachometer needle approaches 14,000 rpm (indicated redline is 16,500 rpm). Although this is probably unintentional, it proves useful to me, cuing me to shift gears without looking at the tachometer, and allowing me to gauge whether a shift is necessary between corners. It also provides a little kick in acceleration, mostly noticeable in the lower gears, affirming that something is, indeed, taking place beneath the fuel tank.

Shifting action in the close-ratio gearbox is flawless and I never miss a shift, even after an unusually long testing day. A new slipper clutch is now fine-tuneable (typically a race-only feature) through three removable spider springs (clutch must be taken apart for adjustment).

Seating is revised; the seat is moved 5 mm forward, and the clip-ons are moved forward and lowered 5 mm. At six feet tall, I cowered over the previous model, and the new seating arrangement only exacerbates this sensation, but it does add a heightened sense of control, as the front wheel seems like it’s just under my nose.

Handling, as on the previous model, is about as close to a MotoGP machine as a bike with turn signals can come. Chassis geometry is identical to the previous model (24-degree rake, 97 mm trail and 1,380 mm/53.4 in. wheelbase), but the frame and swingarm have been tweaked for the now standard “optimized rigidity balance”. The frame now has a thicker head pipe and engine mounts, and thinner main spar walls. Removal of a cross member between the two main frame spars alters the frame’s flex characteristics, and mimics changes made to Rossi’s 2006 Yamaha YZF-M1 that helped reduce wheel chatter when its chassis rejected the then new Michelin radials with altered profiles. Other chassis-related changes include a new swingarm with internal ribbing and a thicker pivot section, as well as a lighter cast magnesium subframe in place of the previous aluminum piece.

Suspension damping rates are revised front and rear, with a wider adjustment range, and spring rates are increased (2.5 per cent up front; 5 per cent in the rear). High- and low-speed compression damping is adjustable at both ends, as is ride height (outer fork tubes are 10 mm longer up top), and the lower tripleclamp has 5 mm more clamping surface for increased rigidity.

Regardless of the marketing department’s claims of the benefits of “optimized rigidity”, all I can say is that the R6 still handles with the precision of a laser cutter. Stellar front-end feel and a tight chassis combine to provide the rider with unusually precise road feel. Point the R6 where you want it to go, and that’s where it will take you. Run a bit wide in a turn, and just push a bit harder on the handlebar to tighten the arc. You’ll also learn to master trail braking on this bike thanks to its excellent front-end feedback and forgiving chassis. You really have to mess up on this thing to get into trouble on a racetrack. That said, the only handling glitch can be traced to the stock Dunlop Qualifier PMT radials, which offer mediocre grip. Early morning sessions demand extra caution, as the cold pavement causes the front tire to lose grip, which in turn causes a couple of sphincter-tightening moments. Warmer temperatures later in the day improve grip, but the Dunlops continue to drift and squirm through faster turns, albeit in a predictable manner.

Stability at speed (at the freshly paved and smooth Laguna Seca at least) is very good without the need for a steering damper, a trait emphasized through the ultra-fast left-hand Turn One, where a quick glance at the speedometer reveals 142 mph while keeled over at near maximum lean. Slowing the bike from those speeds are the same four-piston radial-mount front calipers as before, but the 310 mm discs are 5 mm thicker to help dissipate heat better. The brakes work flawlessly throughout my extended riding sessions, the front lever only hinting at fade, which is mostly noticeable after I remount the bike with cool brakes and the firm lever returns.

During the technical presentation, we’re dizzied with graphs and statistics that show a 44 percent increase in R6 sales (US numbers) since 2001, and that the buyer is older and more experienced than the average 600 supersport buyer. Statistics also show that the Yamaha YZF-R6 is seeing more track time, with average track day miles increasing from 304 in 2004 to 432 in 2006 (how they come up with these numbers is a mystery to me). With its added racetrack features (adjustable slipper clutch and ride height, as well as the easily removable license bracket) the R6 is more track-ready than ever. Yet despite this narrower focus, thanks to its improved engine characteristics, it’s probably the most accessible R6 ever—and that’s a winning combination.

Motorcycle sales in June alone rose 7.14% year-on-year to 163,501 units, breaking a 21-month record.

Teerapat Chivapong, sales director of A.P. Honda, said the growth was driven by higher farm product prices that gave farmers, the core consumers, higher incomes and purchasing power.

Additionally, with runaway oil prices, some car users have switched to motorcycles to reduce fuel expenses.

According to Land Transport Department registrations, family-type motorcycles had the highest growth rate of 4%, to 442,106 units. Their market share increased to 51% from 50% last year.

For other categories, automatic transmission motorcycles had a 45% share and sales of 396,061 units in the first half this year, up 2% from last year. Family-sport models earned a 3% share and sales of 25,272 units, with a 2% decline in growth. Sport models had a 1% share, with growth of 3% and sales of 5,789 units, while other categories recorded sales of 3,416 units.

Mr Teerapat said oil prices and the economy would continue to be people’s main concerns in the next two quarters. As a result, this will encourage consumers to make more use of motorcycles.

Honda remained the local market leader in the first half with motorcycle sales of 599,062 units, up 0.2% from the same period last year and capturing a 70% share. Yamaha, the second largest player, enjoyed the highest growth of 15% among other players to 222,483 units, capturing a 23% share. Suzuki came third with 36,898 units, down 18.85% from 36,898 units from the same period last year.

Other players in the market included Tiger, the Thai motorcycle brand that sold 555 units, Kawasaki 4,778 units, the Malaysian brand JRD at 2,070 units, Platinum from China 1,441 units and others 5,358 units.

The sale of 20 Soviet-built Chaikas, one of the world’s most exclusive cars, have drawn interest from Germany, Austria and Russia, said the national guard service which owns the vehicles.

“All head of states and prime ministers who visited Bulgaria from the late 1960s to 1990 were given a lift in those cars,” said Zlati Raikov, head of the guard service’s garage.

Among the famous passengers in the black, lace-curtained limousines were Cuban leader Fidel Castro and Russian cosmonaut Valentina Tereshkova, the first woman to fly in space in 1963.

The starting price at next Monday’s auction is set at 23,000 levs ($18,500) for the better preserved cars, Raikov said.

The Chaikas, which were fitted with Persian carpets and electronic luxury features, are laden with chrome and each one weights about 2 tonnes.

The auction is part of a decision of the former secret police garage to sell off its fleet of Soviet-era cars.

More modest Soviet-made Volga and Lada saloon models will also be offered for sale.

BMW is continuing their aggressive pace of entering racing series, both on road and off.

Their Superbike project has completed its first test of the new S1000RR at a track that was once used by the Superbike World Championship - the Eurospeedway Lausitzring. The recent two day test gave them a chance to compare their lap times and performance with those from last year’s race weekend.

Reports are that BMW is satisfied with the progress of the bike, and will work on analysing the compiled data from the event before moving on to the next stage in the bike’s development.

Test rider Jeremy McWilliams, said “the basics of the S1000RR are very good, the engine has good power, the chassis and suspension are working well and the bike has the basis of a Superbike racer already.”

His opinion was seconded by BMW Motorrad Motorsport’s General Manager Berti Hauser, who added, “We are under no illusions of the amount of work we have to do before the start of the season next year, but we are ready and looking forward to facing this huge challenge. Up to now, we have done very little work on the electronics and have preferred to get the bike’s basics working well and I think we have achieved that. If our project continues at this good pace, I think we could surprise a few people next year.”

While the public’s interest may be focused around what’s happening at the racetrack, there’s been even more activity behind the scenes. Just how much money is thrown into a race program can be seen in the new state of the art facility near Rosenheim that has been constructed for BMW Motorrad and their partners, Alpha Technik, to prepare the race bikes.

A main workshop is split into three parts and has two dynos - one for the whole bike and another which can simulate any racetrack in the world. One of the three buildings will house BMW Motorrad´s Off-Road and Enduro team, while the other two will be for the Superbike project.

Eight months ago there was nothing at the site but grassland, but it’s now the facility from which BMW hopes to launch their effort in the 2009 Superbike World Championship season.

Volkswagen’s second model in India, the Jetta has been launched in the market today. The car will compete with the Civic and the upcoming Corolla in the Indian market. The styling is understated and teutonic like its big brother, the Passat, infact the car really looks like Passat’s younger brother in profile. The huge trademark VW grille dominates the front while tail lamps are much the same like Passat.

Interiors quality is right up there with the best in the segment. The car comes with front centre armrest, twin cup holders at the front, twin rear ac vents for the backseat passengers and a 6-CD MP3 compatible stereo with 10 speakers. The car has been launched with two engine options - a 1.6 Litre Petrol and a 1.9 Litre Pump Duse Diesel. The petrol motor develops 102 ps and 148 nm of torque while the 1.9 diesel cranks out a healthy 105 ps and massive 250 nm of torque. Volkswagen claims that the petrol model can sprint from 0-100 kph in 12.2 seconds with a top speed of 186 kmph.

The car has been launched in 3 variants: Trendline Petrol, Trendline Diesel and Comfortline Diesel. The comfortline variant of the Diesel Jetta will come with a 6-Speed DSG gearbox which is a first for its segment while the trendline models come with 5-Speed manual.

Jump over for more details and Jetta Gallery

ABS comes as standard on all variants while the top-end comfortline diesel comes with a total of 8 Airbags ( Airbags for front and rear passengers, curtain airbags at the front and rear and side airbags at the front). You can also disable front passenger airbag. Comfortline version also features automatic driving light control with “coming home” and leaving home” function, auto-dimming rear view mirror, two lights in the footwell and rain sensors.

The car comes in a total of 5 colors - Campanella White, Red Spice, Reflex Silver, Platinum Grey and Deep Black.

The Ex-Showroom Mumbai prices are as follows:

Trendline Petrol: Rs 12,97,000

Trendline Diesel: 14,22,0000

Comfortline Diesel: Rs 16,67,000

The full details are still forthcoming, Keep Visitng.

Ford’s entry-level car in the Middle East up until last year was the Fiesta. Unfortunately, this cute little car did not make it to the list of cars at the dealership this year, but we are told that there will be an all-new Fiesta in 2009! Designed in Europe but intended for the global market, the new Fiesta is being heralded as one of Ford’s most important models ever.

The guys at ‘blue oval’ has been showing us various forms of the small car at several auto shows lately with none having been officially confirmed from the automaker’s end. Now, Ford Europe has finally revealed the details of the car as it will be available in the continent and this could possibly be the all-new Fiesta that we might get too.

Due to start rolling off the factory floor from next month onwards, Ford is betting heavily on the small car. A huge range of trims - Studio, Style, Style Plus, Zetec, Zetec and Titanium mean there’s a configuration for most tastes, ranging from bare-bones econo-car to luxurious mini-hatch. A range of three other petrol engines, climbing in size from 1.25-litres to 1.4-litre and in power from 60bhp to 96bhp, the biggest of this lot is also available with an automatic transmission.

The stiffer body structure, up-rated power and aggressive styling are a combination to make the Fiesta a prime buy for those interested in a fun-to-drive hatchback category. Enhanced safety and a wide range of features usually reserved for larger, more upscale cars such as a capless fuel filler, keyless entry and the ‘Ford Power’ start button are all standard. Storage space is good for a small car, with the boot capable of swallowing 295-litre of cargo.

I think there are definitely valid points for both arguments. My first motorcycle was a Yamaha R6. I really didn’t ride it that much, nor did I ride it especially hard.

Common reason would suggest that this bike would not make a good first ride. It was powerful, fast, and had a very race-oriented seating position. Despite the choice, I was able to get some riding experience and understand just how powerful these bikes are.

Many people looking to get the Yamaha FZ6 motorcycle as a first bike tend to suggest that it isn’t as powerful or fast as the Yamaha R6 motorcycle, or more racing style motorcycles. To me, this is a very weak argument.

Having owned both, I can tell you that the power/speed difference between these bikes is minimal at best. In fact, the FZ6 simply has an R6 motor, tuned for more low end torque. This, to me, doesn’t mean that it’s more tame or less dangerous than the R6.

This bike begs to be ridden hard and can put new riders into positions that they will not feel comfortable with nor have the experience to deal with.

Having said that, I believe that, under the right circumstances, the Yamaha FZ6 can make a suitable first motorcycle.

First and foremost, you must respect the abilities of the motorcycle. This is true for any motorcycle, but especially if you’re starting out with something more than a 250cc engine. As I’ve said, the Yamaha FZ6 is very fast, and must be treated with additional care and respect when just starting out.

As a novice rider myself, I am still getting comfortable with my new 2008 Yamaha FZ6 motorcycle and haven’t taken it past about 8,000 RPM. Luckily I bought it brand new, and during the break-in period, it needs to be babied. For me, it’s a great time to get to know the bike, its capabilities, and characteristics.

As a new rider, I would suggest doing this regardless of its mileage or break-in status. You’ll need to ride this bike conservatively for a while, before you’ll have the experience and comfort to handle it properly.

I would say that, if you feel you have the self-discipline to take it easy for a while, the amount of respect necessary to understand the bike’s capabilities and limitations, and a cautious attitude toward motorcycle riding, the Yamaha FZ6 would make a fine first motorcycle.

“The big stuff, you can get cheap, but there aren’t very many little cars out there,” said Mr. Okulski, a veteran salesman at Tom Cater Auto Sales at Wernert’s Corners in west Toledo.

As gas has rocketed from less than $3 a gallon in January to more than $4 now, demand for fuel-efficient small cars has climbed as dramatically as the value of high-priced trucks and SUVs have fallen.

“There’s a shortage of [small] cars all across the spectrum,” said Mark Scott, a spokesman for AutoTrader.com, a national online automotive marketplace which has about 4 million vehicles listed on its site at any given time.

Mr. Scott said that listings for large vehicles like trucks and SUVs have grown by 20 percent in recent months on the company’s Web site as more consumers try to get out of their large vehicles.

Similarly, listings for smaller cars have declined, and their average price has gone up.

But local dealers, purchasers, and salesmen like Mr. Okulski say that consumers seem to be paying more attention to the overall value rather than just chasing after the highest mile-per-gallon rating on the window.

According to used car data compiled by the industry publication Automotive News, wholesale prices for trucks and SUVs have dropped more than 25 percent from a year ago, while prices for subcompact cars have climbed a total of 13 percent during the same period.

But the jump in wholesale prices for small, fuel-efficient vehicles has led to what would seem to be some illogical situations at the retail level.

For example, the Web site of a local dealer lists a used 2008 Ford Focus 2-door coupe with a 5-speed manual transmission and 6,000 miles on the odometer for $17,995.

Yet an identical vehicle - direct from the factory - sells new for $16,740.

“That’s one of the hottest cars on the market right now, and the prices don’t make any sense at all,” said Todd Kauffman, inventory manager for GroganTowne Chrysler-Dodge and Charlie’s Dodge.

Mr. Kauffman has been trav-eling the country attending automobile wholesale auctions for 22 years, the last seven of which were spent as the buyer for GroganTowne and Charlie’s.

When gasoline hit $4 a gallon, it scared motorists as well as used car managers, who began driving up wholesale prices of fuel-efficient vehicles.

“Dealers were paying retail (prices) for small cars,” Mr. Kauffman said. “They had to have them on their lots. That’s panic. That’s shooting from the hip.”

Tim Robinson is the used vehicle manager at Ballas Buick GMC, where most of the vehicles on the lot are trucks and SUVs. He admitted that he tried to change his product mix to smaller vehicles, but is glad he wasn’t able to do so.

“Two months ago when gas went sky high, I tried to buy all these fuel efficient cars, but they’re really not selling any better than they have been,” Mr. Robinson said. “We’ve had one month where we outsold trucks with cars. I know there’s probably a panic out there [among consumers]; I just haven’t seen it.”

GroganTowne’s Mr. Kauffman said he’s a firm believer that while car buyers remain concerned about fuel economy, they’re still measuring the real-world impact of $4-per-gallon gasoline on their daily lives.

“The consumer is very intelligent,” said Mr. Kauffman. “They know what they want, they know what they need to buy, and they know what they should be paying.”

They begin with one simple idea: to make vehicles as friendly as possible, and as easy to drive. To that end, they have produced 3 concept vehicles, and have updated the little VW Up!. The vehicles shown range from the Room, a family vehicle; the Ego, a two seater; and the One, a single rider urban vehicle.

All of them are fitted with technologies which are staples of science fiction, but are not quite possible yet - at least not in the mass produced scale which is required for them to be economically feasible. Think fully electric vehicles powered by the sun; vehicles that drive themselves, fitted with an all encompassing internet; cars that can tell the mood that you are in, and which are able to speak to other cars in the road.

It is a bit too far fetched, and at the same time, extremely exciting look at what the future will look like. Now if we could now start focusing on how the cars are made.

For a few years now, the auto industry has been dramatically shifting toward greener vehicles, particularly hybrids. Right now, Toyota is the clear frontrunner with three different models: the pioneering Prius, the Highlander Hybrid midsize SUV and finally the Camry Hybrid sedan. All of them enjoy strong sales, the Prius more so than the others.

In response to critics who said that hybrids are always considerably more expensive than regular models, the Japanese auto giant made the Prius accessible to a larger number of buyers. Hot on the heels of the successful second-generation Prius, the Camry Hybrid was introduced for the 2007 model year.

This is still the good old Camry as we know it. Aside from the powertrain, the only difference separating the hybrid from the gas-powered model is the pair of light-emitting diode (LED) rear tail lamps. Of course, there are subtle “Hybrid Synergy Drive” badges on the front fenders, but overall, the bodywork is identical, with the same flowing design and timeless appeal that have made its predecessors famous. While visual ties to the Toyota family are striking, no innovative design cue can be found.

Likewise, the interior styling is particularly understated. At night, the ambient lighting is very soothing and the dashboard is pleasant to look at. While ergonomics are beyond reproach, I should mention that the hybrid-exclusive trim on the center stack is nothing more than light green plastic. One thing’s for sure: the Camry is one of the most refined entry-level midsize sedans out there.

The Camry Hybrid is rather comprehensively equipped. Satellite radio and JBL premium audio are included, making the car even more enticing for buyers.

Abundant room awaits front and rear occupants, thereby enhancing their comfort level. Given the size of this car, storage is appropriate. The trunk is very accommodating as it is, although total capacity is significantly reduced by the batteries located behind the rear seatbacks.

The seats are quite comfortable and offer a good though uninspiring driving position. This Camry boasts an ultra-quiet interior due in large part to the hybrid powertrain. When running in full electric mode, you don’t hear a peep from underneath the hood. Even when standing outside, you would never know the car is “ON”.

High-tech
No one can deny Toyota’s accomplishments on the technological front. The company really must be commended for its advanced Hybrid Synergy Drive system, which blends two sources of power: a 147-hp Atkinson-cycle 4-cylinder engine and a high-efficiency electric motor. Together, they deliver the equivalent of 187 horsepower. The combustion engine remains inactive at idle and low cruising speeds.

While this is no racing machine, performance is pretty decent. With 199 pounds-feet of torque on top of that, accelerations are satisfying. Of course, the main goal of Camry Hybrid owners is not to record the fastest times. Rather, they aim to achieve optimum fuel economy — and they won’t be disappointed with a real-world average of 7.5 liters per 100 kilometers.

To maximize efficiency, Toyota engineers mated this hybrid powertrain to a continuously variable transmission (CVT). Oftentimes, this type of transmission proves to be odd and noisy. However, with the 2008 Camry Hybrid, it’s actually a great fit. Accelerations and decelerations are extremely smooth, with no power gaps whatsoever. The transition from fully-electric to hybrid mode is also totally seamless.

Toyotas are not known for offering real excitement to drivers and the Camry is no exception. The automaker does not seem to realize that human beings — not robots — sit behind the wheel and that they like to have some fun while driving.

Handling is nicely balanced despite the added weight in the back. Cornering maneuvers are not bad at all, to tell you the truth. Compared to the Prius, the Camry’s brakes are more progressive. The regenerative braking system (which charges the batteries) is a bit present at lower speeds yet totally invisible at higher speeds.

Few worthy rivals
Handling is nicely balanced despite the added weight in the back.While pricier, the Nissan Altima Hybrid ($33,998) offers solid driving dynamics and a slightly more inspiring performance. At General Motors, the Saturn Aura Green Line ($24,240) and the upcoming Chevrolet Malibu Hybrid (about $25,000) are both less expensive than the Camry Hybrid. Of course, we should not overlook the Prius ($29,500), which offers roughly the same interior room though in a different configuration.

Wrap-up
The 2008 Toyota Camry Hybrid looks like any other Camry. However, it targets two specific types of customers: those who merely want to make a green statement and those who wish to save money on fuel. Both will be extremely pleased with this car. True, they will have to pay more upon purchasing the vehicle (when compared to a similarly-equipped gas-powered model) and wait five years until they finally start to save money, but they will significantly reduce their carbon footprint in the process. And you can’t put a price on that.