Honda India recently launched a new automatic scooter,New Aviator 110 in India.The premium automatic scooter with 109cc engine was introduced targeting customers of age group 30-40 years.
The instument panel of the stylish looking scooter is housed with large speedometer and a fuel gauge.New Honda Aviator 110 uses 4-stroke, Single cylinder engine capable of producing a maximum power of 8 Bhp at 7500 rpm with maximum torque of 9 Nm at 5500 rpm. New Honda Aviator 110 features combined braking system (CBS).Honda CBS is a safety system on motorcycles that balances the engagement of both front and rear brakes. CBS applies front braking force whenever the rear brake is operated.
New Aviator 110 available models:
New Aviator 110
New Aviator 110 Deluxe
The Deluxe model comes with a lot of features includes body-color grab rail, instrument panel garnish, elegant front-cover finished in chrome,alloy wheels with combined braking system.
Honda Aviator 110 available shades:
Neo Orange Metallic
Pearl Heron Blue
Rebel Red Metallic
Pearl Black
Monsoon Gray Metallic
New Honda Aviator 110 Price details: New Honda Aviator 110 - Rs. 42,000.00 New Honda Aviator 110 Deluxe - Rs. 47,000.00
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The Camry Hybrid is the gasoline-electric hybrid version of Toyota’s midsize sedan that debuted as a 2007 model and receives styling updates for 2010. Equipped with Toyota's Hybrid Synergy Drive system, Camry Hybrid is powered by a gasoline engine, electric motor or both and is certified as an Advanced Technology Partial Zero Emissions Vehicle (AT-PZEV). For 2007, Toyota set out to redefine the Camry with a more modern and stylish look while offering a higher level of performance and driving dynamics. Camry has been the best-selling car in America for seven years running and 11 of the past 12 years. The Camry was first introduced in 1983 and the first U.S.-built Camry was produced in 1988.
Toyota Camry 2010 is a 4-door, 5-passenger family sedan, available in 10 trims.
Upon introduction, the Camry-Grade 6-Spd MT is equipped with a standard 2.5-liter, I4, 169-horsepower engine that achieves 22-mpg in the city and 33-mpg on the highway. A 6-speed manual transmission with overdrive is standard. The XLE V6 6-Spd AT is equipped with a standard 3.5-liter, V6, 268-horsepower engine that achieves 19-mpg in the city and 28-mpg on the highway. A 6-speed automatic transmission with overdrive is standard.
The 2010 Cobalt is a 2- or 4-door, 5-passenger family coupe, or family sedan, available in 9 trims, ranging... read more from the Base Coupe to the SS Turbocharged Coupe.
Upon introduction, the Base Coupe is equipped with a standard 2.2-liter, I4, 155-horsepower engine that achieves 25-mpg in the city and 35-mpg on the highway. The SS Turbocharged Coupe is equipped with a standard 2.0-liter, I4, 260-horsepower, turbo engine that achieves 22-mpg in the city and 30-mpg on the highway. A 5-speed manual transmission with overdrive is standard on both trims.
The 2010 Camaro is a 2-door, 4-passenger sports car, available in 5 trims, ranging from the LS Coupe to the... read more 2SS Coupe.
Upon introduction, the LS Coupe is equipped with a standard 3.6-liter, V6, 304-horsepower engine that achieves 17-mpg in the city and 29-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a 6-speed automatic transmission with overdrive is optional. The 2SS Coupe is equipped with a standard 6.2-liter, V8, 426-horsepower engine that achieves 16-mpg in the city and 24-mpg on the highway. A 6-speed manual transmission with overdrive is standard.
There's no question in my mind — the new Camaro is one of the best-looking new cars on the road. And based on the attention I received while driving it, it appears I'm not the only one who feels that way. Even the base Camaro gets the bold fender flares and power-dome hood. Our test car was further decked out with the RS package, which adds to the good looks with 20-inch wheels, rear spoiler and darker taillights. It had the base engine with the automatic transmission. The V6 is rated at just over 300 horsepower, which should be plenty powerful but just doesn't feel very powerful. Full throttle results in mediocre acceleration, likely due to the fact that the Camaro is no lightweight - it's about 300 pounds heavier than a similar Mustang and 500 more than a Nissan Z car. So as good as the Camaro looks, I'd give up some of the styling for better performance. Of course, there is a more powerful option; I look forward to trying out the SS. —Perry Stern
The 2010 Camaro design is modern, yet captures the essence of the iconic '69. With its big, wide rear fenders and massive C-pillars that create the distinctive design, no one can mistake this car for anything other than a Camaro as it rolls down the street. But the same design element also makes rear three-quarter visibility difficult for the driver. The chassis, suspension and steering all feel good. Ultimately, however, the car feels heavy and not as nimble as I would have hoped. The modern direct-injection V6 engine and 6-speed automatic transmission provide more than 300 horsepower — on paper, all the power you need — and deliver almost 30 mpg on the highway. But it's impossible to drive the Camaro without longing for the low-end torque and missing the exhaust note of a V8. Inside, the Camaro might call on many retro design cues — personally I don't care for the way the door-panel trim wraps into the dash — but you get all the modern amenities you will ever need or want. —Mike Meredith
In my opinion, this is the best-looking American muscle car on the market today. I can't remember how many heads were turned and thumbs-up given during my test drive. The Camaro tested was the 306-horsepower V6 engine with an automatic transmission. Surprisingly, the car felt pretty underpowered; I couldn't tell if it was due to the heavier car weight or the transmission gearing. Getting into the car, it was tough to avoid how wide the doors opened, and that made it difficult to get out without dinging the door near tight spots. There was also a large blind spot over the driver's left shoulder. Even with those faults, the new Camaro is a home run. Getting the Camaro with a V8 and manual transmission would be better, though. —Joe Chulick
By Steve Siler of Car and Driver Since the last pill-shaped F-body Camaro rolled off the line in 2002, the long-fought, often contentious pony-car game has been one of solitaire, played solely by the Ford Mustang. The Mustang went all retro in 2005, and the ensuing craze prompted Dodge and Chevy to rouse their own dormant nameplates (and fans) to take on the foeless leader. Dodge was first in 2008 with its resurrected Challenger, and now — just as Ford is launching its significantly updated 2010 Mustang — Chevrolet has finally commenced production of its reborn Camaro, completing the new-age pony-car trifecta.
While we will save the official comparison test for later, we can aver that the neo-Camaro offers the freshest and most modern package of the three. Built as it is on GM's superb Zeta full-size platform, the Camaro sports a fully independent suspension along with evocative, contemporary styling that thankfully misses being totally retro. We entered into this first test of the long-awaited 2010 Camaro with high expectations. Indeed, with a 304-hp, 3.6-liter V-6, the base Camaro is nearly as powerful as the Mustang GT, so we were champing at the bit to see what the Camaro could do in SS form with a 6.2-liter V-8 stuffed under its hood.
How Quick Is It? With the six-speed automatic, the Camaro SS can hit 60 mph in a scant 4.6 seconds, with the quarter-mile arriving in 13.1 at 109 mph. At 4.8 seconds, the Camaro with the six-speed manual takes 0.2 second longer to hit 60 but overtakes the automatic by the quarter-mile mark, clocking 13 seconds flat at 111 mph. (The L99 V-8 hooked to the automatic is rated for 400 hp and 410 lb-ft of torque; the LS3-and-manual combo is good for 426 hp and 420 lb-ft.) For comparison, the 315-hp 2010 Ford Mustang GT and the 376-hp, 5.7-liter Hemi-powered Dodge Challenger R/T do the trick in 5.1 seconds. The better-matched but pricier Challenger SRT8 — with a 425-horse, 6.1-liter Hemi — hits 60 in 4.8 seconds. So until Ford gets the Mustang GT into the gym and stuffs more power under its hood, Chevy has earned bragging rights in the segment where burliness arguably counts the most.
On a drive that took us along the scenic roads east of San Diego, California, we also found the Camaro's roadholding to be quite stellar — it grips with 0.92 g on a skidpad — thanks in part to the independent multilink suspension out back and the stickiness of the fat, Z-rated 245/45-front and 275/40-rear Pirelli P Zero tires mounted on 20-inch wheels. The variable-ratio steering rack delivers great on-center feel, similar to that which we've praised on the Camaro's platformmate, the Pontiac G8.
Stick to the Stick The shift and clutch actions of the six-speed manual transmission were amiable enough for an average commute, with the lower gears close enough to keep the engine in its — admittedly large — sweet spot much of the time. Longer hauls might wear on your left leg a bit, but the same can be said for the other muscle machines with which the Camaro competes.
We recognize, however, that the only way some customers are going to get a Camaro in their driveway is to specify the six-speed automatic, which comes with shift buttons behind the steering-wheel spokes. In manual mode, the left button actuates downshifts, the right, upshifts; and gears are held until you ask for the next one. Chevy also added a sport automatic mode, selected by simply moving the gear lever down into the M position. Doing so raises the shift points higher (perhaps too high), holds gears for longer (perhaps too long), and forces downshifts to happen more abruptly and aggressively during deceleration. We found that driving in sport mode made for rather ungraceful jerking during a spirited mountain-road romp, so we preferred the predictability of shifting for ourselves using the wheel buttons, even if the shifts came after the usual manumatic delay. Our advice is to stick with the stick, if at all possible.
Quiet + Calm Ride = Surprising Comfort The Camaro SS packs a few surprises, however. The L99 and LS3 engines are both remarkably — and disappointingly — quiet, at least from inside the cabin (based on the shell-shocked looks on the faces of people we blew by, it appears that it's plenty loud on the outside). For high-speed cruising, this is a good thing, as there is no shred of that exhausting boominess that can add misery to long-haul muscle-car motoring. But at the same time, we found ourselves wanting a bit more of an audible reminder that we were driving something with 426 freakin' horses under the hood. Even at full tilt, the engine didn't seem to have the trumpetlike blat of the Challenger R/T's 5.7-liter, let alone the NASCAR-worthy howl of the 6.1-liter in the SRT8.
Other surprises include the eerily serene ride and the utter absence of wind noise. Particularly at freeway speeds, the Camaro's Zeta roots pay dividends, with the suspension striking a brilliant balance between lively, grippy roadholding and wonderfully compliant damping. Meanwhile, the SS offers decent feedback through the steering wheel. You could cruise down Woodward all day in this thing and never feel beat up. Try that in a '69.
Drives Big At higher speeds, however, is where one misses things like outward vision. Although looking over the long, beveled hood is a view every muscle-car fan will relish, the low roof, high waistline, and wall-like rear pillars make the car drive big (not good for twisty two-lanes), a complaint we also level at the Challenger. Lane changing is a point-and-squirt affair rather than anything involving an over-the-shoulder check. The exterior mirrors help, with the bonus that they give you a close-up view of the Camaro's sexy hips. The interior mirror is utterly useless, though; all one sees when glancing rearward is an ocean of black roof and C-pillars the width of a Sequoia (the tree or the Toyota).
Also disappointing are the hard plastics that we had hoped were banished from GM interiors, but they've clearly found their way into the Camaro. Furthermore, the inset dashboard trim piece that was to be rendered — at least optionally — in a cool illuminated band of light-tube trickery has become a cloth insert. It looks good in a contrasting color, but it's drab when it matches the rest of an all-black cabin. And finally, as great as the high-mounted "squircle-shaped" gauges and cool center stack look, the script is tiny and the buttons can be ergonomically challenging in operation.
But the Camaro is beguiling. It has a strong design and a strong heritage and delivers seriously strong acceleration. Especially given its aggressive pricing ($22,995 for the base V-6, $30,995 for the SS), it is likely to do well with its established fan base and should even earn a few more admirers in its new life. And not insignificantly, the EPA just gave it excellent fuel-economy ratings. Could it be better? Absolutely, but at least its deficiencies involve its interior detailing more than its dynamics. Besides, in these tumultuous, unpredictable times, we should celebrate the mere fact that cars like this are here at all. Welcome to the herd, little pony.
Performance Data: C/D TEST RESULTS: Zero to 60 mph: 4.8 sec Standing ¼-mile: 13.0 sec @ 111 mph Braking, 70-0 mph: 161 ft Roadholding, 300-ft-dia skidpad: 0.92 g
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Along with the launch of Bullet Classic 500 Royal Enfield is also planning to launch a 350cc version of the Bullet Classic.It was expected that both versions of the classic series will hit Indian market on 4th of November.The 350cc Bullet looks much similar to the 500cc in all respect.
External Stylish Features Of Bullet Classic
Traditional looking front number plate
Classic style round headlamp
Visible steel springs
Deep-drawn fenders of the rear tire
18" Spoke Wheels
Fuel tank with post war graphics
Thigh pads and single saddle seat with springs
Body colored frame
The 350cc engine of the bullet is capable of generating a power max of 18 Bhp and comes with a price tag much less than the 500cc bullet.The price of Royal Enfield Bullet Classic 350 is expected to be within the range of 75-80000 Rs. The peculiar feature of classic Enfield Bullet motorcycle engine is that the clutch and gearbox are placed outside integrated into the crankcase.
Technical Features Of Bullet Classic:
280mm Front Disc brake
5-speed Gearbox
UCE (Unit Construction Engine)
27.2 Bhp of Maximum Power
Peak Torque of 41.3 Nm
Electronic Fuel Injection System
Other features of Royal Enfield Bullet Classic like electric start,280mm Disc brake at the front, 5-speed gearbox and also the introduction of modern electronic fuel injection system which facilitate better air-fuel mixture optimization, smoother operation, better power delivery over a wide range of altitudes, and cleaner emissions.The 350cc version of the Royal Enfield Bullet Classic will be available in three shades Red, Black & Silver.
Royal Enfield Bullet Classic 350 price details:75-80000 Rs(expected)
Royal Enfield Bullet Classic 350 Top Speed: 100 Kmph
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Honda India recently launched a new automatic scooter,New Aviator 110 in India.The premium automatic scooter with 109cc engine was introduced targeting customers of age group 30-40 years.
