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Buy a car according to your budget and needs

The new year want to replace the car but are confused about choosing a car with the advantages of each
klo advice I select one of these 3 cars
Suzuki, Toyota or Mazda
why vote for them. they can be used comfortably in the content of many passengers can fit for traveling with your family, look trendy for young children, and are not less important than these three are affordable compared to luxury cars ... ahahahah this is true only for the people's car. car compared to other cars that I describe below are superior because each has some unique
I give ya a good overview

Do not let the wrong choice of three
Suzuki cars are very stylish and modern exterior. Combined with a luxurious interior and dashboard. Third, Ertiga offer 2DIN audio system that can be controlled via the buttons on the steering wheel. "Another advantage, which is convenient access in and out for second and third row, front wheel drive and fuel efficient













Mazda cars are my favorite because angat trendy and it's such a tool keselamatanya Anti-lock Brake System and Electronic Brake-Force Distribution The New Mazda Mazda2 also has Advanced Impact Distribution and Absorption, which will channel impact energy around the car body so as to avoid the occurrence of cabin deformation.











Toyota new turbo Theta II engine has a broad, flat torque curve with the peak being sustained between 1,800 and 4,500 rpm. Hyundai is using a twin-scroll turbocharger like the one used by BMW in its latest engines. The exhaust flow from the pairs of cylinders is fed into the turbine by separate paths to insure optimum response. The turbo housing is an integral casting with the exhaust manifold to provide short exhaust flows to the turbine. Toyota Hyundai cars also I like this car is designed to show that far out of town. because the car is designed with a large cabin in so passengers will not feel too stuffy because of the narrowness design V6 engine, DOHC, 24 valve, 3.5 liter capacity, and can produce 280 horsepower. where there is a class representing the width of the car extraordinary.













so do not let the wrong choice
choose a car that suits your needs, not too expensive or are really in need for you or a family
yes that's the least I can suggest to you, but if you have more money and want to have a more luxurious car that's up to you, and anyway it's your right to vote. ok my friend got here my first post, hopefully can help options there are.

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2011 Kawasaki Ninja 250R Track Comparison

Check out MotoUSA's track sessions on the green machne in the 2011 Kawasaki Ninja 250R Track Comparison Video.

The Kawasaki Ninja 250R is the king of small-bore sportbikes, and there’s a good reason its Kawasaki’s best-selling Ninja. Once it received the major facelift in ’08, the remade 250R was hot enough that even long-time sportbike riders were tempted to pick one up as a fun, economical option. Not only does the small engine make it entertaining to ride, but the Ninja 250R is a proven performer with great styling and dependability.

At the heart is Kawasaki’s trusty Parallel Twin engine. The liquid-cooled four-stroke offers 249cc of displacement with a pair of 62x42.1mm cylinders. With an 11.6:1 compression ratio, the DOHC mill spins up to the tune of 26.3 horsepower and 13.4 lb-ft of torque. It’s not uncommon to see fuel-injected bikes with a sharp bottom-to-mid engine and carbureted versions churning out high-rpm performance. That holds true in this case as the Honda’s EFI-equipped engine relies on midrange torque while the Kawi’s dual 30mm Keihin carbs dump fuel through the jets as the engine revs up to 15,000 rpm. Riders will pull the most power from the Twin at 11,000, and it continues to make better horsepower than the CBR until cresting 13,000. Once the Ninja starts to fall off its curve, shifting becomes critical.

“The Kawi prefers revs but you have to shift before the rev-limiter comes in because power flattens out way at the top,” Waheed notes.

The little Ninja has a more potent engine on the track. There are extra vibrations that come with higher rpm, but it also feels more racy and puts out more horsepower.

On the track, the carbureted engine is capable of pulling even large riders around the circuit thanks to a six-speed transmission. Waheed and this author are both at the 200-pound mark with a set of leathers, so any extra output is welcome, and the ability to harness that is equally important. The Twin is willing to go much higher than the Honda’s Single, which makes for a racy feel, but the transmission and easy cable clutch help the Kawasaki best the CBR in 0-60 acceleration testing by nearly a full second (7.7 vs. 8.5 seconds).

“I liked the acceleration power of the Kawasaki best,” admits Sorensen. “I felt like the power came on quicker and as I shifted and accelerated the power was there in midrange also. The Honda felt a little slower in the high end.”

The standard 37mm fork offers 4.7 inches of travel but is non-adjustable. Our slower riders found both ends too soft, but were happy with progress made by adjusting the rear end. The shock has 5.1 inches of travel and stiffening the preload helped stabilize the Ninja through fast sweepers and also give the front end more emphasis. A steel chassis with square-tube swingarm provides good feedback and adequate rigidity for track use, easily managing speeds that the engine can generate.

“The Kawasaki chassis is a little more planted at lean,” confirms Waheed. A slightly longer 55.1-inch wheelbase and more spread-out ergonomics make the Kawasaki a little easier to pilot for big riders, but the 30.5-inch seat height is still incredibly easy to mount for women or beginners. At 5’11” I was more comfortable on the Kawasaki with more room for my torso and comfortable reach to the pegs, but it doesn’t take a tall rider to appreciate the versatile layout.

“I felt much more comfortable on the Kawasaki all the way across the board,” says our shortest tester, Sorensen, “from my footpeg placement, to the cockpit, to the hand controls.”

Both of our new track riders could feel that the Kawasaki has a more aggressive engine. The ergonomics were also a favorite for the newbies.

A twin-piston Nissin caliper squeezes the 290mm front disc while a single-piston rear caliper grabs the 220mm rear. The combination provides plenty of grip to slow down. Both bikes slowed from 60-to-0 mph in the same distance, but our fastest rider, Waheed, gave the nod to the Kawasaki out on the track. He particularly praised the front binder, but also noted that both bikes have very effective rear brakes. Due to their lighter weight, the rear brake has a more noticeable effect on the bike which leads him to use it more aggressively.

“I can’t believe how fun these things are to ride at the track,” says the admitted horsepower fiend, Waheed. “Since these bikes don’t have any power you really need to focus on carrying corner speed, using the entire racetrack and trying to not use the brakes as much as possible. If you’re looking to improve your skill around the racetrack then you simply must spend some time on these bikes.”

While both bikes offer great platforms as all-around entry-level sportbikes, when considered purely for track use, the Kawasaki’s extra power simply can’t be ignored. It revs hard and the extra horsepower can be put to use at all times on a closed-circuit environment. As the author, I personally preferred everything about the Honda, except for the fact that I can wring the Kawi and it packs 200 pounds a little easier. Even Sorensen, who currently owns and rides a larger Honda sportbike, had to give the Kawasaki a nod on the track. “Hands down I would have to choose the Kawasaki, which is really hard for me to do because in our garage the Honda flag is the only one flying!”

We aren’t beating the Honda since it succeeds entirely for its intended use, but the Ninja 250R is the more popular choice for our test riders if the bikes were never going to see a regular highway. Waheed sums it up, saying, “Overall, if I was looking for a track 250 I would buy the Kawasaki as it is just plain faster. It’s got a little bit more ground clearance, more top-end power, stronger brakes and the chassis is more planted.”

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2011 Honda CBR250R Track Comparison

The Honda CBR250R was a welcome addition to the entry-level sportbike market after Kawasaki virtually owned it for decades. Honda has a strong racing history and now the future generations of champions, or simply everyday sport riders, have a way to get hooked on the brand right from the get-go. Beginner sportbike riders finally get some variety in the market as the CBR makes use of technology that gives it a very different character than its competition. On top of it all, Honda brings its top build quality which is something new and old riders can appreciate.

A single-cylinder engine powers the CBR with dual overhead camshafts and four valves. The 249.4cc Single use shim-style valve adjustment and a gear-driven counterbalance positioned lower than the mainshaft which keeps the ride smooth despite the Single’s penchant for vibrations. Fuel injection ensures quick start-up and perfect fuel delivery.

“Engine fueling and throttle response on the FI-equipped Honda is on par with any other modern sportbike,” Waheed says.

One of the main differences between the Honda and the Kawasaki is that the CBR signs off much quicker at 10,500 rpm. Honda makes use of a street-friendly midrange that churns out 15.2 lb-ft of torque at 7100 rpm compared to the Kawasaki’s 13.4 lb-ft at 9900 rpm. The Ninja screams to over 15,000 before hitting the rev limiter and rewards its rider for keeping it pinned. This high-rpm performance is a defining trait for use on the racetrack and the CBR falls a bit short in outright horsepower as well (22.6 vs. 26.3). The Single propels the CBR to 60 mph in 8.5 seconds, which is a bit slower than the green bike.

The CBR250R's single-cylinder engine is extremely smooth and makes use of precise fuel injection.

Honda employs a six-speed transmission to make the most of its available output. All of our testers were happy with how the Honda shifts, and its smooth gearbox is a highlight. Feel at the lever is ultra-light which makes for great launches and around-town riding. But, it’s a nice feature on the racetrack as well. With power tapering off in the upper revs, shifting the CBR is the key to turning quick lap times. Moving through the gearbox is easy and secure.

The compact engine and drivetrain are tucked into a diamond twin-spar steel chassis. The 37mm fork is non-adjustable but the shock allows preload settings. We found this very handy for a wide range of test riders from lightweight women to 200-pound men. Handling is light and predictable thanks to compact ergonomics and the rider controls are clean and easy to use at race speeds. The large analog tach is particularly nice, and the small fuel tank allows the rider to maximize the windscreen.

“One thing that I do like better on the Honda are the gauges,” says our lady rider. “They are much easier to see and read at a glance.”

Our model was not equipped, but the CBR is available with an ABS option. The ABS might have helped in our comparison, as braking is not the CBR’s strong point according to our testers. The

Shifting the six-speed transmission is as smooth as you would expect from a Honda.

Honda uses a 296mm front disc and 220mm rear disc. The front is pinched by a twin-piston Nissin caliper and the rear is a single-pot binder. Our more advanced riders thought the Honda could use a bit more stopping power, despite both bikes slowing from 60 mph to a stop in an identical distance of 143 feet.

“The Kawasaki’s front brake is way stronger the CBR’s,” says Waheed. “I was actually surprised by how weak the Honda’s front brake was as I entered the corner a little hot and I really had to wrench on the front brake lever.”

“Handling wise the bikes feel comparable. The Honda is a little lighter feeling side-to-side, but it’s almost a moot point because the Kawi is light too. It’s a small difference,” says Waheed.

The Honda tips our scales at 352 pounds fully fueled (3.4-gallon tank) compared to the Kawasaki’s 377.5 pounds (4.8-gallon tank). The slight advantage is noticeable on the track and helps give the CBR a flickable feel. However, as Waheed points out, they’re both extremely light compared to other full-size sportbikes making them very maneuverable. Maximizing corner speed is the name of the game when on the track with bikes making five times more power. It also forces the rider to focus on their technique rather than blasting down the straights and flubbing the turns.

The Honda’s small fuel tank helps make room for the pilot down below the small windscreen. Ergonomics are excellent for our 5’2”, 112-pound female rider, but the men were slightly more scrunched. Regardless, both machines are comfortable, especially for track use where the rider isn’t in the saddle for extended periods. The Honda’s smooth bodywork and comfortable seat allow the rider to move around in the cockpit and make use of its sharp handling.

The Honda was comfortable for all of our testers, but at 5'2" our female rider was the most natural fit.

“Both bikes are comfortable and feel normal, about the same to me,” says the lanky Waheed. “They are a little small for a six-foot tall rider but not that bad and you can still be comfortable. I also liked how much leg room there was on both bikes as my lower body wasn’t uncomfortable even at speed and lean.”

Suspension comes from a 37mm front fork which does a good job of handling racetrack speeds. A good thing, as there’s not much a rider can do about it since it’s nonadjustable. The shock does offer preload settings, but otherwise cannot be tweaked. Our lesser-experienced riders both preferred the Honda’s suspension.

“The Honda has better damping,” says Sorensen. “I did experience some wallowing on the Kawasaki in some of the big corners, but after we did an adjustment on the suspension it seemed to handle better.”

As for our speedsters, Waheed was less pleased with the Honda as he’s able to reach the limits of its abilities. “It is too undersprung and sacked out when a more aggressive/heavier rider enters the corner/mid-corner,” he says.

Ultimately our riders found the Honda to be a willing sportbike. All of our riders noted the slight disadvantage on power, but the Honda looks and feels tight, and the quick handling and excellent dash make it great in the turns and help manage the engine. The 250 is a great stepping stone to larger CBRs and is happy making the transition from reliable daily commuter to weekend track bike.

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2011 250 Sportbike Shootout Track

Watch as the CBR250R spins laps on the track and see how it stacks up in the 2011 Honda CBR250R Track Comparison Video.

The world of high-performance sportbikes isn’t one to be jumping off the deep end. Today’s track-inspired, street-legal racers like those featured in the 2011 Supersport Shootout IX Track and 2011 Superbike Smackdown VIII Track harness more performance than most riders could ever use. Americans have an insatiable hunger for the biggest and baddest while disregarding the consequences. At best this generates a lack of proper fundamentals, and at worst it can lead to dangerous riding situations. There’s certainly no shame in starting out small. Those smart enough to get their feet wet with more manageable motorcycles can opt for rides like the new Honda CBR250R or Kawasaki’s proven Ninja 250R.

These two sportbikes are awesome for riding on public roads, which we found out in the Honda CBR250R vs Kawasaki Ninja 250R street evaluation. Knowing that riding on a track can help hone skills used in everyday riding, we signed up for track time at Streets of Willow and Thunderhill Raceway with Pacific Track Time to see how these machines handle in a controlled racing environment. In the saddle were our A-level Road Test Editor, Adam Waheed, and professional stunt rider Brian Steeves. These men regularly get their jollies with bikes that have more horsepower than a car. But, in the case of Waheed, there’s a personal history with the Ninja that dates back to his first two-wheeled experiences. We also enlisted Lynda Sorensen for a short, light and feminine perspective. She too cut her teeth on the trusty Ninja but has been riding a supersport for the past six years. Finally, I took the handlebars. Why would the Off-Road Editor be involved? Because I want to learn to ride sportbikes, too, and the bosses sure as hell weren’t going to let me borrow the CBR1000RR or ZX-10R.

Kawasaki tries to defend its entry-level sportbike crown against the challenger in this 2011 Kawasaki Ninja 250R Track Comparison Video.

Honda surprised everyone with the introduction of its 2011 CBR250R. Not only were folks eyeballing the single-cylinder engine and VFR-ish styling, but also wondering why it took so long for another major OEM to see the value in this market. Once the biggest motorcycle manufacturer in the world puts its weight behind something, it’s virtually guaranteed not to suck. By differing from the Kawasaki in its engine arrangement, the CBR offers riders a level of variety in this class. It’s not merely a matter of choosing red or green, but the new kid on the block has its own look, feel and character. Honda decks out the little CBR with upscale instrumentation and tops it off with the attention to detail and ultra-refined package we expect from Big Red.

Up until now, Kawasaki has been enjoying the entry-level sportbike market all alone, and it’s been slaying newbie sales with its Ninja 250R since 1986. The popular mount received a major styling overhaul in 2008, the first in 20 years, which brought it back into the limelight and up to spec with the rest of the Ninja family. Kawasaki has always relied on its Parallel Twin engine to provide the user-friendly power. Unlike the European version, any 250R that makes it to American shores still uses dual Keihin carburetors, which is one of the few features that gives the Kawi an outdated feel compared to Honda’s nifty fuel injection. Regardless, Kawasaki dealers are more concerned about getting a higher volume of the little crotch rocket imported, since they reportedly can’t keep them on showroom floors.

In order to level the playing field and keep our impressions as consistent as possible, we equipped each with a matching set of Bridgestone Battlax BT-003 Racing Street Front Tire and Bridgestone Battlax BT-003 Racing Street Rear Tire. Because the bikes are so affordable, they can also make great secondary machines simply for club racing or the general thrill and challenge of competing on small-bore motorcycles. So, knowing these two machines are likely the best option for new street riders, off we went to see how they hold up on the track.

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2011 250 Sportbike Shootout Track

Watch as the CBR250R spins laps on the track and see how it stacks up in the 2011 Honda CBR250R Track Comparison Video.

The world of high-performance sportbikes isn’t one to be jumping off the deep end. Today’s track-inspired, street-legal racers like those featured in the 2011 Supersport Shootout IX Track and 2011 Superbike Smackdown VIII Track harness more performance than most riders could ever use. Americans have an insatiable hunger for the biggest and baddest while disregarding the consequences. At best this generates a lack of proper fundamentals, and at worst it can lead to dangerous riding situations. There’s certainly no shame in starting out small. Those smart enough to get their feet wet with more manageable motorcycles can opt for rides like the new Honda CBR250R or Kawasaki’s proven Ninja 250R.

These two sportbikes are awesome for riding on public roads, which we found out in the Honda CBR250R vs Kawasaki Ninja 250R street evaluation. Knowing that riding on a track can help hone skills used in everyday riding, we signed up for track time at Streets of Willow and Thunderhill Raceway with Pacific Track Time to see how these machines handle in a controlled racing environment. In the saddle were our A-level Road Test Editor, Adam Waheed, and professional stunt rider Brian Steeves. These men regularly get their jollies with bikes that have more horsepower than a car. But, in the case of Waheed, there’s a personal history with the Ninja that dates back to his first two-wheeled experiences. We also enlisted Lynda Sorensen for a short, light and feminine perspective. She too cut her teeth on the trusty Ninja but has been riding a supersport for the past six years. Finally, I took the handlebars. Why would the Off-Road Editor be involved? Because I want to learn to ride sportbikes, too, and the bosses sure as hell weren’t going to let me borrow the CBR1000RR or ZX-10R.

Kawasaki tries to defend its entry-level sportbike crown against the challenger in this 2011 Kawasaki Ninja 250R Track Comparison Video.

Honda surprised everyone with the introduction of its 2011 CBR250R. Not only were folks eyeballing the single-cylinder engine and VFR-ish styling, but also wondering why it took so long for another major OEM to see the value in this market. Once the biggest motorcycle manufacturer in the world puts its weight behind something, it’s virtually guaranteed not to suck. By differing from the Kawasaki in its engine arrangement, the CBR offers riders a level of variety in this class. It’s not merely a matter of choosing red or green, but the new kid on the block has its own look, feel and character. Honda decks out the little CBR with upscale instrumentation and tops it off with the attention to detail and ultra-refined package we expect from Big Red.

Up until now, Kawasaki has been enjoying the entry-level sportbike market all alone, and it’s been slaying newbie sales with its Ninja 250R since 1986. The popular mount received a major styling overhaul in 2008, the first in 20 years, which brought it back into the limelight and up to spec with the rest of the Ninja family. Kawasaki has always relied on its Parallel Twin engine to provide the user-friendly power. Unlike the European version, any 250R that makes it to American shores still uses dual Keihin carburetors, which is one of the few features that gives the Kawi an outdated feel compared to Honda’s nifty fuel injection. Regardless, Kawasaki dealers are more concerned about getting a higher volume of the little crotch rocket imported, since they reportedly can’t keep them on showroom floors.

In order to level the playing field and keep our impressions as consistent as possible, we equipped each with a matching set of Bridgestone Battlax BT-003 Racing Street Front Tire and Bridgestone Battlax BT-003 Racing Street Rear Tire. Because the bikes are so affordable, they can also make great secondary machines simply for club racing or the general thrill and challenge of competing on small-bore motorcycles. So, knowing these two machines are likely the best option for new street riders, off we went to see how they hold up on the track.

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Modified Superbike Conclusion

Three class-leading sportbikes. Three varying states of tune. Which bike is the best bang for the buck? You be the judge.

Conclusion

So what do lap times cost? A lot. Reason being today’s stock sportbikes are so good from the factory that to get anything more from them takes loads of time and money, as well as rider skill. So if you want to go faster, we recommend buying additional track time before investing too much in aftermarket parts. That is, unless you’ve got a fat enough wallet that allows you to have both, in which case we say go nuts. As long as you have someone knowledgeable helping you set the bike up, you’ll have an absolute blast. We sure did…

In all, this was one of those offbeat and extremely subjective comparisons where you can infer just about anything you want from the data and rider opinions. While the amount of money you put into a bike doesn’t always directly translate into massive gains in lap times, it’s the ease at which those lap times come that is most noticeable. I had to push far harder on the Aprilia to get in the 1:28s, where 1:27s on the Yosh Suzuki and 1:26s on the Ducati came easier each step of the way. Not to mention, had the track temperature not been so frigid and the Suzuki had proper gearing, the times surely would have been quicker, showing truly how capable all these bikes are.

And while this wraps things up for the Aprilia (we will have an RSV4R in our upcoming Superbike Smackdown) and the Ducati Superbike (we’re sure sad to see it go), the Yoshimura Suzuki is just getting started. So be sure to stay tuned as we will be building a full American Superbike-spec machine out of the GSX-R1000 and plan on racing it in several events, including one big one you won’t want to miss!

For My Money

Atlas - Yoshimura GSX-R1000

Steve Atlas – Executive Editor
This is about as hard of a pick as I’ve ever faced. Each one of these machines has qualities about them that I absolutely adore. The Ducati chassis handles almost telepathically and the Ohlins suspension relays so much feedback to the rider it’s nearly overwhelming at first. Mate that to the torque-laden engine and the bike is pure ecstasy to ride. Only problem is ecstasy has a price, and it’s $75,000. As for the other two, the Aprilia’s chassis is nearly that of the Ducati’s while the Yoshimura Suzuki has an engine that puts just about anything I’ve ever ridden to shame. Thus, all things considered, I’d take the Yoshimura GSX-R (because I can’t afford the Ducati) and massage the chassis – Wait, that’s exactly what I did do, so be sure to tune in for Stage 2 and 3 as we bring you the results…

Hutchison - Aprilia RSV4 Factory

Ken Hutchison – Editorial Director
Well, I can’t afford any of these bikes right now but if I was planning on hitting track days and riding my bike to the end of the earth, which is what I like to do, then the choice is easy: The Aprilia RSV4. It’s not the best looking and it doesn’t have the same style as the Ducati but it is the bike I could easily ride all day. I like the Yoshimura GSX-R but it was overkill for me. The Ducati is just plain too awesome for me to want to deal with. The Aprilia, however, was easy to ride but it was still really fast and sounded bad-ass. I’ve always liked the V-Four engine design but it never excited me like this one does. Man, get this bike dialed in the same way the GSX-R is and it would be incredible.

Waheed - Yoshimura GSX-R1000

Adam Waheed – Road Test Editor
Without question I’d take the Yoshimura-prepped GSX-R1000. Its way more comfortable than the Ducati and the Aprilia and it absolutely rips on the racetrack. Even better is how easy it is to ride. I also like how stock it looks, making it an absolute sleeper when you’re racing that guy next to you at a stoplight. This may sound funny, but for the price you simply can’t beat the performance and day-to-day practicality of this Yosh-built Superbike.

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