Dodge's Detroit-Bound E-Concept

Last week the LA Auto Show opened its doors and revealed notable cars such as the Mustang Bullitt, Viper ACR and Honda Clarity.

The big surprise was a visit by Vector with their upcoming WX-3 'hypercar'. Today we have updated shots of this outrageous car that show it's incomplete and an early prototype.

Along with the Vector, we have a complete LA gallery from Spyder Dobrofsky of car -para zzi.com. Everything that isn't in our feature can be seen on his recently renovated site.

The next major autoshows will be Essen and Detroit, the later of which will have the Do dge Zeo C oncept. Like many recent prototypes, it's electric-only, but uses smarter lithium-ion batteries.

Dodge's Detroit-Bound E-Concept

Last week the LA Auto Show opened its doors and revealed notable cars such as the Mustang Bullitt, Viper ACR and Honda Clarity.

The big surprise was a visit by Vector with their upcoming WX-3 'hypercar'. Today we have updated shots of this outrageous car that show it's incomplete and an early prototype.

Along with the Vector, we have a complete LA gallery from Spyder Dobrofsky of car -para zzi.com. Everything that isn't in our feature can be seen on his recently renovated site.

The next major autoshows will be Essen and Detroit, the later of which will have the Do dge Zeo C oncept. Like many recent prototypes, it's electric-only, but uses smarter lithium-ion batteries.

Special Edition Koenigsegg CCXR, Brabus-tuned Maybach reaches 205

Koenigsegg have released an upgraded version of their fastest car called the CCXR Special Edition.

The standard model debuted earlier this year at the Geneva Auto Show and this new Special Edition improves upon the theme. It has the same 1018 horsepower engine, but with an upgraded body and interior.

The most obvious change is a contoured rear wing which is permanently fixed by long stantions. Beyond it, only a few detail changes are new such as uncovered headlights, color-coded carbon fiber and suede seats.

Last week, Brabus proved they hold no reservations in tuning anything from Daimler. Their latest project involved fitting the 730 horsepower, SV12S engine into a Maybach 57S and the results were incredible.

Special Edition Koenigsegg CCXR, Brabus-tuned Maybach reaches 205

Koenigsegg have released an upgraded version of their fastest car called the CCXR Special Edition.

The standard model debuted earlier this year at the Geneva Auto Show and this new Special Edition improves upon the theme. It has the same 1018 horsepower engine, but with an upgraded body and interior.

The most obvious change is a contoured rear wing which is permanently fixed by long stantions. Beyond it, only a few detail changes are new such as uncovered headlights, color-coded carbon fiber and suede seats.

Last week, Brabus proved they hold no reservations in tuning anything from Daimler. Their latest project involved fitting the 730 horsepower, SV12S engine into a Maybach 57S and the results were incredible.

Ducati 999

* Ducati 999 Price £11,250 :
* 998cc Liquid cooled 8v 90° V-twin :
* Dry weight 199kg Insurance group 17 :
* Claimed power 124bhp @ 9,500rpm :
* Issue tested: October 2002/March 2003
* Contact: Ducati UK on 08451 222996

The seven wonders of the world have remained untouched for aeons. The Pyramids have never had Llewelyn-Bowen round for a re-style and Titchmarsh hasn't laid his grubby mitts on the Hanging Gardens of Babylon. But the eight wonder of the world, the Ducati 916 series, has now emerged from the mother of all makeovers.

Ducati charged Pierre Terblanche with the onerous honour of replacing an icon, a bike swathed in victorious history held close to the hearts of millions, whether each Ducatisti member owned one or not. The brief was to amalgamate everything from rider ergonomics to the Testastretta engine in a bike that would still pump Bologna's blood through its veins. However, Terblanche was given precious leeway when function was specified over form. This meant that the best components were utilised, whether they were completely new or improved version of 998 parts. Terblanche then proved that style and substance can live together harmoniously by wrapping the bike in a contemporary cloak. Ducati talk of a 'redvolution' in that the 999 mixes the old and the new, passion and circumstance, technology and tradition, all swathed in the most evocative red in the world. Despite this, the 999's appearance is undoubtedly the biggest talking point. The bike is clearly a Ducati but there are no concessions to beauty pageantry and the styling is intentionally functional. Everything from the mirrors to the silencer has been in the wind tunnel in an effort to become one with the wind. The snout has a reduced frontal area to improve aerodynamics (hence the stacked headlights), the side conveyers (at the front of the fairing) reduce drag, as does the GP style extension of the bodywork towards the swingarm.

The rider has been at the forefront of Terblanche's mind. The seat lower by 15mm, the frame narrower by 20mm and the (double sided) swingarm longer by 15mm. These changes are designed to improve nimbleness whilst increasing acceleration/deceleration stability - but adjustability is the key word. Most impressive is the seat and tank unit, which is able to move to three different positions (20mm in total). This feature is integral to the 999's philosophy as this movement lets the bike adjust to the rider, not vice versa. There are five-way adjustable rearsets and fully adjustable clutch and brake master cylinders that compliment the adjustable trail as featured with the 998. These changes give riders the opportunity to customize their 999 to themselves and their situation. Revolution indeed. The motor barely gets a mention but internals have been changed to give a better spread of power over the 998. It pumps out 124bhp with masses of torque laid right where it should be but the engine plays a supporting role for the rest of the 999 – and the curtain is about to be raised. So to Misano, a sun baked and sand covered circuit to test the most delicate of right wrists. With the Testastretta warm and the Michelins scrubbed in it was time to perform the nervous ritual of the first session. After pottering down pitlane on the pegs to stretch the leathers the return to the seat was unexpectedly pleasant. The lower seating position gives a feeling of 'in' as opposed to 'on' as with 998. The pegs felt good from stock so the adjustable gear and brakes levers remained untouched too. The shorter reach to the clip-ons force a sporty pose, but not a contorted one. Hang about, Ducatis are supposed to hurt more than this.

Ducati 999

* Ducati 999 Price £11,250 :
* 998cc Liquid cooled 8v 90° V-twin :
* Dry weight 199kg Insurance group 17 :
* Claimed power 124bhp @ 9,500rpm :
* Issue tested: October 2002/March 2003
* Contact: Ducati UK on 08451 222996

The seven wonders of the world have remained untouched for aeons. The Pyramids have never had Llewelyn-Bowen round for a re-style and Titchmarsh hasn't laid his grubby mitts on the Hanging Gardens of Babylon. But the eight wonder of the world, the Ducati 916 series, has now emerged from the mother of all makeovers.

Ducati charged Pierre Terblanche with the onerous honour of replacing an icon, a bike swathed in victorious history held close to the hearts of millions, whether each Ducatisti member owned one or not. The brief was to amalgamate everything from rider ergonomics to the Testastretta engine in a bike that would still pump Bologna's blood through its veins. However, Terblanche was given precious leeway when function was specified over form. This meant that the best components were utilised, whether they were completely new or improved version of 998 parts. Terblanche then proved that style and substance can live together harmoniously by wrapping the bike in a contemporary cloak. Ducati talk of a 'redvolution' in that the 999 mixes the old and the new, passion and circumstance, technology and tradition, all swathed in the most evocative red in the world. Despite this, the 999's appearance is undoubtedly the biggest talking point. The bike is clearly a Ducati but there are no concessions to beauty pageantry and the styling is intentionally functional. Everything from the mirrors to the silencer has been in the wind tunnel in an effort to become one with the wind. The snout has a reduced frontal area to improve aerodynamics (hence the stacked headlights), the side conveyers (at the front of the fairing) reduce drag, as does the GP style extension of the bodywork towards the swingarm.

The rider has been at the forefront of Terblanche's mind. The seat lower by 15mm, the frame narrower by 20mm and the (double sided) swingarm longer by 15mm. These changes are designed to improve nimbleness whilst increasing acceleration/deceleration stability - but adjustability is the key word. Most impressive is the seat and tank unit, which is able to move to three different positions (20mm in total). This feature is integral to the 999's philosophy as this movement lets the bike adjust to the rider, not vice versa. There are five-way adjustable rearsets and fully adjustable clutch and brake master cylinders that compliment the adjustable trail as featured with the 998. These changes give riders the opportunity to customize their 999 to themselves and their situation. Revolution indeed. The motor barely gets a mention but internals have been changed to give a better spread of power over the 998. It pumps out 124bhp with masses of torque laid right where it should be but the engine plays a supporting role for the rest of the 999 – and the curtain is about to be raised. So to Misano, a sun baked and sand covered circuit to test the most delicate of right wrists. With the Testastretta warm and the Michelins scrubbed in it was time to perform the nervous ritual of the first session. After pottering down pitlane on the pegs to stretch the leathers the return to the seat was unexpectedly pleasant. The lower seating position gives a feeling of 'in' as opposed to 'on' as with 998. The pegs felt good from stock so the adjustable gear and brakes levers remained untouched too. The shorter reach to the clip-ons force a sporty pose, but not a contorted one. Hang about, Ducatis are supposed to hurt more than this.

Ducati 749S

* Ducati 749S, Price: £9,600 (749 £8,800)
* 749cc Liquid cooled, 8v, 90° V-twin :
* Claimed power 103bhp@10,000rpm :
* Wet weight (no fuel) 199kg :
* Insurance group 16 :
* Issue tested: April 2003
* Contact: Ducati UK on 08451 222996

The motor is all-new for the 749, and is the first middleweight Desmoquattro motor to get the Testastretta design overhaul. First seen on the 996R a couple of years back, the 'narrow head' motors have a variety of power-boosting and size-cutting policies. The end result is 6bhp and 2.9ft lb more than the old 748 motor.
The four-piston, four-pad Brembo front calipers supply phenomenal performance from cold and the well-proven Pirelli Evo Corsa tyres provide excellent grip and feel on road or track.
Wheelies are still a clutch-it-in-first affair though, but that's not helped by the longer wheelbase – the 749's double-sided swingarm (identical to the 999) is longer, to increase traction under power, and help keep the back tyre on the ground under braking. And while the 749 does feel slightly long on track, in the form of a teensy bit heavier turn-in, the added stability under braking and in a bend more than makes up for this.
The high-quality suspension plays its part in the 749S' composure too. The basic 749 (which we haven't ridden) has lower spec componentry – Boge rear shock, Showa forks with no gold titanium nitride finish, unadjustable steering head – but to be honest, the experience of the cheaper machine will probably be just as sublime.
The 749S finished fifth in our six bike 600s shootout.

Ducati 749S

* Ducati 749S, Price: £9,600 (749 £8,800)
* 749cc Liquid cooled, 8v, 90° V-twin :
* Claimed power 103bhp@10,000rpm :
* Wet weight (no fuel) 199kg :
* Insurance group 16 :
* Issue tested: April 2003
* Contact: Ducati UK on 08451 222996

The motor is all-new for the 749, and is the first middleweight Desmoquattro motor to get the Testastretta design overhaul. First seen on the 996R a couple of years back, the 'narrow head' motors have a variety of power-boosting and size-cutting policies. The end result is 6bhp and 2.9ft lb more than the old 748 motor.
The four-piston, four-pad Brembo front calipers supply phenomenal performance from cold and the well-proven Pirelli Evo Corsa tyres provide excellent grip and feel on road or track.
Wheelies are still a clutch-it-in-first affair though, but that's not helped by the longer wheelbase – the 749's double-sided swingarm (identical to the 999) is longer, to increase traction under power, and help keep the back tyre on the ground under braking. And while the 749 does feel slightly long on track, in the form of a teensy bit heavier turn-in, the added stability under braking and in a bend more than makes up for this.
The high-quality suspension plays its part in the 749S' composure too. The basic 749 (which we haven't ridden) has lower spec componentry – Boge rear shock, Showa forks with no gold titanium nitride finish, unadjustable steering head – but to be honest, the experience of the cheaper machine will probably be just as sublime.
The 749S finished fifth in our six bike 600s shootout.

Ducati SS620ie Sport

* Ducati SS620ie Sport Price £5,000 half faired :
* 618cc, air cooled, 4v, V-twin :
* Claimed power 61bhp@8,750rpm :
* Wet weight (no fuel) 181.6kg half-faired. :
* Insurance 13 :
* Contact: Ducati UK on 08451 222996

Ducati has dabbled with entry-level SS machines before – the old-style 600SS (discontinued in 1998) offered a cheap entry to Ducati sportsbike ownership. But it was stymied by lack of power and indifferent chassis. The 583cc motor survived in the Monster 600, until that got a kick in the pants in 2001, replaced by a stroked 618cc, fuel injected engine. And that's what's tucked away inside the 620 Sport.
The chassis is similar to the other SS models, but with lower spec. The swingarm is steel, not aluminium, the forks are cheaper unadjustable Marzocchis and the rear shock is a budget Sachs item. Tyres are elderly Bridgestone BT57s, sound on a tourer, but unimpressive on any bike with the word 'Sport' on the side.
The shorter seat height and lower weight make the 620 feel more manageable paddling round a car park, but on the move the dated tyres and unsophisticated forks undermine the experience. The 620 is arguably suited to more relaxed riding. Peak power output of 61bhp is a bit limp compared with the 70bhp of Suzuki's SV650, but closer than the old bike. There's a pleasing power delivery too – the 620 Sport revs higher than its bigger siblings, and makes a lovely sound while it does it.
Priced to sell at £5,000 (half-faired), it's the best way into a cheap Ducati, and is close enough to the SV650 in price and performance to make it worth a look

Ducati SS620ie Sport

* Ducati SS620ie Sport Price £5,000 half faired :
* 618cc, air cooled, 4v, V-twin :
* Claimed power 61bhp@8,750rpm :
* Wet weight (no fuel) 181.6kg half-faired. :
* Insurance 13 :
* Contact: Ducati UK on 08451 222996

Ducati has dabbled with entry-level SS machines before – the old-style 600SS (discontinued in 1998) offered a cheap entry to Ducati sportsbike ownership. But it was stymied by lack of power and indifferent chassis. The 583cc motor survived in the Monster 600, until that got a kick in the pants in 2001, replaced by a stroked 618cc, fuel injected engine. And that's what's tucked away inside the 620 Sport.
The chassis is similar to the other SS models, but with lower spec. The swingarm is steel, not aluminium, the forks are cheaper unadjustable Marzocchis and the rear shock is a budget Sachs item. Tyres are elderly Bridgestone BT57s, sound on a tourer, but unimpressive on any bike with the word 'Sport' on the side.
The shorter seat height and lower weight make the 620 feel more manageable paddling round a car park, but on the move the dated tyres and unsophisticated forks undermine the experience. The 620 is arguably suited to more relaxed riding. Peak power output of 61bhp is a bit limp compared with the 70bhp of Suzuki's SV650, but closer than the old bike. There's a pleasing power delivery too – the 620 Sport revs higher than its bigger siblings, and makes a lovely sound while it does it.
Priced to sell at £5,000 (half-faired), it's the best way into a cheap Ducati, and is close enough to the SV650 in price and performance to make it worth a look

Ducati SS1000DS

* Ducati SS1000DS Price £7,250 :
* 992cc air cooled, 4v, V-twin :
* Claimed power 85.5bhp@7,750rpm :
* Wet weight (no fuel) 185kg – half faired :
* Issue tested: February 2003
* Contact: Ducati UK on 08451 222996

Ducati's air-cooled stalwart gets an engine update with extra capacity for 2003. The new motor claims an extra 5.5bhp and an extra 7.2ft lb of torque, and it certainly feels much stronger on the road. The bottom end stomp is frankly amazing. A touch too much throttle coming out of a first gear bend will have the front wheel lifting off the deck. Ping the clutch in second and you can ride the wave of torque.

The updated SS1000 chassis helped too. The trademark steel tube trellis frame, lazy geometry and quality suspension lends an air of stability to proceedings. The DS has an Ohlins rear shock and new lighter Showa front forks, also fully adjustable. Standard settings give enough compliance to absorb the worst road bumps, while feeling totally planted on the brakes and through faster bends. Brakes are the usual Brembo four-piston calipers biting on 320m discs, and give superb power and control.

Like all Ducati's, the SS1000DS isn't not for everyone. The £7,250 asking price would get you much more performance from a Japanese four or even a twin. However, the SS is super-sweet and is probably the ideal entry to Ducati ownership. It's bursting with character and now offers a real kick in

Ducati SS1000DS

* Ducati SS1000DS Price £7,250 :
* 992cc air cooled, 4v, V-twin :
* Claimed power 85.5bhp@7,750rpm :
* Wet weight (no fuel) 185kg – half faired :
* Issue tested: February 2003
* Contact: Ducati UK on 08451 222996

Ducati's air-cooled stalwart gets an engine update with extra capacity for 2003. The new motor claims an extra 5.5bhp and an extra 7.2ft lb of torque, and it certainly feels much stronger on the road. The bottom end stomp is frankly amazing. A touch too much throttle coming out of a first gear bend will have the front wheel lifting off the deck. Ping the clutch in second and you can ride the wave of torque.

The updated SS1000 chassis helped too. The trademark steel tube trellis frame, lazy geometry and quality suspension lends an air of stability to proceedings. The DS has an Ohlins rear shock and new lighter Showa front forks, also fully adjustable. Standard settings give enough compliance to absorb the worst road bumps, while feeling totally planted on the brakes and through faster bends. Brakes are the usual Brembo four-piston calipers biting on 320m discs, and give superb power and control.

Like all Ducati's, the SS1000DS isn't not for everyone. The £7,250 asking price would get you much more performance from a Japanese four or even a twin. However, the SS is super-sweet and is probably the ideal entry to Ducati ownership. It's bursting with character and now offers a real kick in

Ducati Monster S4R

* Ducati Monster S4R :
* Price: £8,250
* Engine Type: liquid-cooled, DOHC, 8v, 90° V-twin
* Displacement: 996cc
* Claimed Max Power: 113bhp @ 8,750rpm
* Tested Max Torque: 70ft/lbs @ 7,600rpm
* Cycle Parts Chassis: Steel tube trellis
* Suspension Front: 43mm USD telescopic forks, fully adjustable
* Rear: rising-rate monoshock, fully adjustable
* Brakes Front: Dual 320mm discs, four piston calipers
* Rear: 245mm disc, twin-piston caliper
* Rake/Trail: 24°/95mm
* Wheelbase: 1,440mm
* Dry weight 193kg (425lbs) :
* Insurance group 14 :
* Issue tested: October 2003
* Contact: Ducati UK 08451 222996

At last, a Monster with some go to match its show. Ever since it hit the streets in '93 this particular Duke has been thought of a bit of a poseur's tool, aimed primarily at the fashion-conscious set. That's not to say it wasn't a decent enough bike – and it must have been in many folk's eyes as it's become Ducati's best selling bike. It's just that it never really had enough in the way of performance to get people excited.
But that's changed with the introduction of the S4R. This is a bike that you can ride hard and get a big buzz from while you're at it.
That's primarily down to the 8v, 996cc liquid-cooled engine whipped from the old 996 Superbike. There's enough peak power on tap with 113bhp claimed from the Latins. But more importantly, it's the way those dobbins are arranged that makes the S4R such a ripper. Being a V-twin, the motor's grunt starts from nothing, builds fluidly and smoothly into a huge wheelie-inducing rush of torque not long after, and then fizzles out gently at 10,000rpm. This equates to a highly useable rev range. And thanks to its breadth, you don't have to resort to pinning the rev counter needle in or around a sweet spot to get good throttle response when you tug the cable. If the Duke's motor is revving, it's making decent and useable power.
The Monster's chassis is pretty keen to give you a laugh too. And, as soon as its wheels are revolving it feels up for a bit of a quick one. In fairness Monsters haven't ever really been poor handlers, but stuff like suspension quality and ground clearance have always limited their progress prematurely. With a tucked in set of pipes, and uprated forks and shock which perform really well, those two issues have been sorted and the S4R can get a right old move on round the corners. And combined with a set of decent brakes the Duke has a complete package to go hooning down backlanes. Though at the other end of the speed scale, town work is still spoilt a little by the snatchiness of the motor at very low rpm, heavy clutch action and restricted steering lock
Not really short of style anyway, the S4R has been modernised significantly. And with its new single-sided swinger, twin-pipe upswept exhaust system, curved rad and oil cooler, carbon-fibre bits and fancy paint job, not only does the S4R go a lot more quickly and competently than all previous Monsters, but it looks a lot better too. Though the bread-bin sized silencer box needs to be ditched to get full marks.

Ducati Monster S4R

* Ducati Monster S4R :
* Price: £8,250
* Engine Type: liquid-cooled, DOHC, 8v, 90° V-twin
* Displacement: 996cc
* Claimed Max Power: 113bhp @ 8,750rpm
* Tested Max Torque: 70ft/lbs @ 7,600rpm
* Cycle Parts Chassis: Steel tube trellis
* Suspension Front: 43mm USD telescopic forks, fully adjustable
* Rear: rising-rate monoshock, fully adjustable
* Brakes Front: Dual 320mm discs, four piston calipers
* Rear: 245mm disc, twin-piston caliper
* Rake/Trail: 24°/95mm
* Wheelbase: 1,440mm
* Dry weight 193kg (425lbs) :
* Insurance group 14 :
* Issue tested: October 2003
* Contact: Ducati UK 08451 222996

At last, a Monster with some go to match its show. Ever since it hit the streets in '93 this particular Duke has been thought of a bit of a poseur's tool, aimed primarily at the fashion-conscious set. That's not to say it wasn't a decent enough bike – and it must have been in many folk's eyes as it's become Ducati's best selling bike. It's just that it never really had enough in the way of performance to get people excited.
But that's changed with the introduction of the S4R. This is a bike that you can ride hard and get a big buzz from while you're at it.
That's primarily down to the 8v, 996cc liquid-cooled engine whipped from the old 996 Superbike. There's enough peak power on tap with 113bhp claimed from the Latins. But more importantly, it's the way those dobbins are arranged that makes the S4R such a ripper. Being a V-twin, the motor's grunt starts from nothing, builds fluidly and smoothly into a huge wheelie-inducing rush of torque not long after, and then fizzles out gently at 10,000rpm. This equates to a highly useable rev range. And thanks to its breadth, you don't have to resort to pinning the rev counter needle in or around a sweet spot to get good throttle response when you tug the cable. If the Duke's motor is revving, it's making decent and useable power.
The Monster's chassis is pretty keen to give you a laugh too. And, as soon as its wheels are revolving it feels up for a bit of a quick one. In fairness Monsters haven't ever really been poor handlers, but stuff like suspension quality and ground clearance have always limited their progress prematurely. With a tucked in set of pipes, and uprated forks and shock which perform really well, those two issues have been sorted and the S4R can get a right old move on round the corners. And combined with a set of decent brakes the Duke has a complete package to go hooning down backlanes. Though at the other end of the speed scale, town work is still spoilt a little by the snatchiness of the motor at very low rpm, heavy clutch action and restricted steering lock
Not really short of style anyway, the S4R has been modernised significantly. And with its new single-sided swinger, twin-pipe upswept exhaust system, curved rad and oil cooler, carbon-fibre bits and fancy paint job, not only does the S4R go a lot more quickly and competently than all previous Monsters, but it looks a lot better too. Though the bread-bin sized silencer box needs to be ditched to get full marks.

Honda NSR 125

* Honda NSR 125 Price £3,625 :
* 124.8cc L-cooled single cylinder two stroke :
* Dry weight 132kg Insurance group 7 :
* Claimed power 26.5bhp :
* Issue tested: July 2001
* Honda UK on01753 590500:

If anyone is familiar with the NSR, it's me. A thousand miles to Scotland and back in February saw to that. We shared time together so it is difficult to admit she is completely outclassed by the sassier, sexier Aprilia. Suspension is soft and underdamped and the brakes need to be gently stroked to avoid excessive fork dive. More progressive springs would make a world of difference to the NSR. Back to back with the Aprilia it feels as though Honda have skimped on suspension components and hoped nobody would notice. Increase the pace and the front suspension is simply unable to cope. This was noticeable on the track, particularly braking into turns but more obvious through bumpy corners on the road. The soft spring rate cushions the blow but the damping fails to absorb it quickly enough before the next bump hits. The engine feels slightly rougher than it once did but then this bike has hardly led a sheltered life. Ditto the gearbox which needed a firm touch for successful selection at high revs. Finish is good but not quite good enough to bother the Aprilia.

Honda NSR 125

* Honda NSR 125 Price £3,625 :
* 124.8cc L-cooled single cylinder two stroke :
* Dry weight 132kg Insurance group 7 :
* Claimed power 26.5bhp :
* Issue tested: July 2001
* Honda UK on01753 590500:

If anyone is familiar with the NSR, it's me. A thousand miles to Scotland and back in February saw to that. We shared time together so it is difficult to admit she is completely outclassed by the sassier, sexier Aprilia. Suspension is soft and underdamped and the brakes need to be gently stroked to avoid excessive fork dive. More progressive springs would make a world of difference to the NSR. Back to back with the Aprilia it feels as though Honda have skimped on suspension components and hoped nobody would notice. Increase the pace and the front suspension is simply unable to cope. This was noticeable on the track, particularly braking into turns but more obvious through bumpy corners on the road. The soft spring rate cushions the blow but the damping fails to absorb it quickly enough before the next bump hits. The engine feels slightly rougher than it once did but then this bike has hardly led a sheltered life. Ditto the gearbox which needed a firm touch for successful selection at high revs. Finish is good but not quite good enough to bother the Aprilia.

Cagiva V

* Cagiva V Raptor Price £6,849 :
* 996cc Liquid cooled 8V 90 V-twin :
* Dry weight 197kg Insurance group 14 :
* Claimed power 104bhp @ 8,500rpm :
* Issue tested: July 2001

Low seat height means this bike would be much more practical for shortarses, second-rate James Bond types given to schizophrenic delusions about messages received through their sunglasses. Suzuki's LT 1000S motor is a stonker but the on-off fuelling means that corner exits and wheelie landings can be fraught with sticky moments. Suspension is on the soft side but is well-damped. Styling is dubious. You either love it or you hate it. I thought it looked as though an Action Man toy should be sat at the controls. But forget gripes about the looks, this bike is as depraved as it gets. Brakes were appaling, taking forever and a day to stop. Cheap tacky plastic seat unit and ludicrous looking front end aside, the Raptor is a real slasher. In your face brazen Dolce&Gabanna to the timeless elegance of the Paul Smith Triumph and Ducati.

Cagiva V

* Cagiva V Raptor Price £6,849 :
* 996cc Liquid cooled 8V 90 V-twin :
* Dry weight 197kg Insurance group 14 :
* Claimed power 104bhp @ 8,500rpm :
* Issue tested: July 2001

Low seat height means this bike would be much more practical for shortarses, second-rate James Bond types given to schizophrenic delusions about messages received through their sunglasses. Suzuki's LT 1000S motor is a stonker but the on-off fuelling means that corner exits and wheelie landings can be fraught with sticky moments. Suspension is on the soft side but is well-damped. Styling is dubious. You either love it or you hate it. I thought it looked as though an Action Man toy should be sat at the controls. But forget gripes about the looks, this bike is as depraved as it gets. Brakes were appaling, taking forever and a day to stop. Cheap tacky plastic seat unit and ludicrous looking front end aside, the Raptor is a real slasher. In your face brazen Dolce&Gabanna to the timeless elegance of the Paul Smith Triumph and Ducati.

Lexus LF-A: the lowdown

Earlier in the year we predicted Lexus would unveil its supercar, the LF-A, in production guise at the 2007 Tokyo Motor Show. It didn't, preferring to show its silver concept car (inset above) for the umpteenth time. But even as officials in Japan unconvincingly denied all knowledge of the real car, our network of spy photographers have caught prototypes testing again - and they're looking more and more ready for production.

We've spoken to sources in Tokyo to uncover the most up to date information about the LF-A and its screaming V10 engine.

Lexus LF-A: the lowdown

Earlier in the year we predicted Lexus would unveil its supercar, the LF-A, in production guise at the 2007 Tokyo Motor Show. It didn't, preferring to show its silver concept car (inset above) for the umpteenth time. But even as officials in Japan unconvincingly denied all knowledge of the real car, our network of spy photographers have caught prototypes testing again - and they're looking more and more ready for production.

We've spoken to sources in Tokyo to uncover the most up to date information about the LF-A and its screaming V10 engine.

A Swedish-American joint project you say? So it's a huge 4x4 with lashings of Ikea wood?

Sort of. Under GM's new global strategy, the General is tying in development of its disparate brands more closely than ever before. No more budget-busting Saabs and Opels that don't quite share enough oily bits to hit the synergies demanded by the bean counters.

And one of the next big launches will be this crossover - expected to be badged BRX in Caddy guise, 9-4X in Saab-speak. The Cadillac will go on sale first, late next year, followed by the Saab in 2009; both will be presaged by a 2008 concept car.

A Swedish-American joint project you say? So it's a huge 4x4 with lashings of Ikea wood?

Sort of. Under GM's new global strategy, the General is tying in development of its disparate brands more closely than ever before. No more budget-busting Saabs and Opels that don't quite share enough oily bits to hit the synergies demanded by the bean counters.

And one of the next big launches will be this crossover - expected to be badged BRX in Caddy guise, 9-4X in Saab-speak. The Cadillac will go on sale first, late next year, followed by the Saab in 2009; both will be presaged by a 2008 concept car.

Er, how do you pronounce that name?

It's a bit of a mouthful, but it sounds a lot like ‘secretion’ to these ears. So we’ve taken to calling it ‘that big Toyota thing’. And it is indeed big. The Sequoia is 5210mm long, 2029mm wide and 1894mm high. A Range Rover, by comparison, is a mere 4972mm long.

Weight-wise the top-spec 5.7-litre four-wheel drive model tips the scales at 2722kg. That big V8 churns out 381bhp and 401lb ft, but it you’re a wimp you can always go for the smaller 4.7-litre V8 with a paltry 276bhp. The smaller engine also means you’ll get a five-speed auto, rather than the larger engine's six-speed ‘box.

The styling is what Toyota describes as ‘rugged and advanced’.

Er, how do you pronounce that name?

It's a bit of a mouthful, but it sounds a lot like ‘secretion’ to these ears. So we’ve taken to calling it ‘that big Toyota thing’. And it is indeed big. The Sequoia is 5210mm long, 2029mm wide and 1894mm high. A Range Rover, by comparison, is a mere 4972mm long.

Weight-wise the top-spec 5.7-litre four-wheel drive model tips the scales at 2722kg. That big V8 churns out 381bhp and 401lb ft, but it you’re a wimp you can always go for the smaller 4.7-litre V8 with a paltry 276bhp. The smaller engine also means you’ll get a five-speed auto, rather than the larger engine's six-speed ‘box.

The styling is what Toyota describes as ‘rugged and advanced’.

Looks a bit extreme for a Hyundai…

Indeed, but then this is a concept car. Behind the carbonfibre bonnet, tarmac-scraping spoilers and 20-inch wheels is Hyundai’s next Coupe. And it's a bit of a looker.

The concept signals the switch to rear-wheel drive for the Coupe, known as Tiburon in the States. It’s just been unveiled at the LA Auto Show and will go on sale in the US in the spring of 2009, though the car has already been scooped undisguised in customer clinics, and we’ve spied it with our own cameras in production-ready form.

The good news is this latest, rear-drive iteration of the Coupe is also coming to the UK. So it could be adding sharper dynamics to the Coupe's recipe of Italianate looks and bargain prices. Previous

Looks a bit extreme for a Hyundai…

Indeed, but then this is a concept car. Behind the carbonfibre bonnet, tarmac-scraping spoilers and 20-inch wheels is Hyundai’s next Coupe. And it's a bit of a looker.

The concept signals the switch to rear-wheel drive for the Coupe, known as Tiburon in the States. It’s just been unveiled at the LA Auto Show and will go on sale in the US in the spring of 2009, though the car has already been scooped undisguised in customer clinics, and we’ve spied it with our own cameras in production-ready form.

The good news is this latest, rear-drive iteration of the Coupe is also coming to the UK. So it could be adding sharper dynamics to the Coupe's recipe of Italianate looks and bargain prices. Previous

The new Audi A3

Ah, the new Audi A3 convertible…

Not quite. It certainly looks like a drop-top A3, and although that car’s on the way, this is the Audi Cross Cabriolet quattro. Now trying say that really fast.

This two-door, four-seat cabriolet previews Audi’s Q5, and perhaps more significantly, will make its debut at the LA Auto Show today using diesel power.

But don’t worry, Audi hasn’t forgotten that all concept cars must feature some irrelevance, so it's given this cabrio whopping 380mm ceramic front discs.

The new Audi A3

Ah, the new Audi A3 convertible…

Not quite. It certainly looks like a drop-top A3, and although that car’s on the way, this is the Audi Cross Cabriolet quattro. Now trying say that really fast.

This two-door, four-seat cabriolet previews Audi’s Q5, and perhaps more significantly, will make its debut at the LA Auto Show today using diesel power.

But don’t worry, Audi hasn’t forgotten that all concept cars must feature some irrelevance, so it's given this cabrio whopping 380mm ceramic front discs.

Buell XB-9S Lightning

* Buell XB-9S Lightning Price £7,345 :
* 984cc air-cooled, 4v, 45° V-twin :
* Dry weight 175kg Insurance group 15 :
* Measured power 77bhp @ 7,058rpm :
* Issue tested: February 2003
* Contact: Buell 0870 8501903

So near yet so far. Such a clever, innovative chassis and such a dog of a powertrain. It may have the highest specific output of any air-cooled push-rod twin but when that totals 78bhp it's time to get a new motor. The gearbox is akin to lucky dip, the overrun fuelling makes as much sense as American Football and it runs out of revs just when you think it's getting going. The chassis, for all its tiny dimensions on paper, struggles for the want of proper rear ride height instead of using a steering damper to calm things. Consequently it doesn't turn like it should and needs those wide bars to get it leant over. We can't call it too small, there must be a market for shorter riders, but anyone over 5'10” looks ridiculous on it.
Having said that, Big Dave loves it's impressive stunting ability and it can be fun to pootle around on. It ain't for thrashing though. This is what the Firebolt should have been, but both should have been a lot.

Buell XB-9S Lightning

* Buell XB-9S Lightning Price £7,345 :
* 984cc air-cooled, 4v, 45° V-twin :
* Dry weight 175kg Insurance group 15 :
* Measured power 77bhp @ 7,058rpm :
* Issue tested: February 2003
* Contact: Buell 0870 8501903

So near yet so far. Such a clever, innovative chassis and such a dog of a powertrain. It may have the highest specific output of any air-cooled push-rod twin but when that totals 78bhp it's time to get a new motor. The gearbox is akin to lucky dip, the overrun fuelling makes as much sense as American Football and it runs out of revs just when you think it's getting going. The chassis, for all its tiny dimensions on paper, struggles for the want of proper rear ride height instead of using a steering damper to calm things. Consequently it doesn't turn like it should and needs those wide bars to get it leant over. We can't call it too small, there must be a market for shorter riders, but anyone over 5'10” looks ridiculous on it.
Having said that, Big Dave loves it's impressive stunting ability and it can be fun to pootle around on. It ain't for thrashing though. This is what the Firebolt should have been, but both should have been a lot.

Aprilia RSV Mille-R

Name: Aprilia RSV Mille-R
* Price: £10,199
* Engine: 997cc Liquid cooled 60-degree 8v V-Twin, DOHC
* Dry weight: 183kg
* Insurance group: 16
* Claimed power: 130bhp @ 9,500rpm
* Issue tested: June 2003
* Contact: Aprilia UK on 0161 475 1800

A lot of folk think I'm too harsh with my expectation of motorcycles, but to be fair I think it's obvious observations brought to light. The Mille gets praise from every journalist who rides it, and it seems that people are almost afraid to say it's a lump. As a road bike it just gets by here (because it doesn't constantly stall), and on the track it doesn't do anything special other than barely pull the 600s along. It's slow on the straights and not very composed it the corners, but it is at least rideable on the road. That's the only reason I can think that it edges the 999.

Aprilia RSV Mille-R

Name: Aprilia RSV Mille-R
* Price: £10,199
* Engine: 997cc Liquid cooled 60-degree 8v V-Twin, DOHC
* Dry weight: 183kg
* Insurance group: 16
* Claimed power: 130bhp @ 9,500rpm
* Issue tested: June 2003
* Contact: Aprilia UK on 0161 475 1800

A lot of folk think I'm too harsh with my expectation of motorcycles, but to be fair I think it's obvious observations brought to light. The Mille gets praise from every journalist who rides it, and it seems that people are almost afraid to say it's a lump. As a road bike it just gets by here (because it doesn't constantly stall), and on the track it doesn't do anything special other than barely pull the 600s along. It's slow on the straights and not very composed it the corners, but it is at least rideable on the road. That's the only reason I can think that it edges the 999.

Aprillia RSV Mille R

Aprillia RSV Mille R Price £9,999 :
* 998cc Liquid cooled inline four 8V, 60 V-twin :
* Dry weight 183kg Insurance group 17 :
* Claimed power 120bhp @ 8,800rpm :
* Issue tested: October 2002
* Contact: Aprilia UK on 0161 475 1800

Rating in 2002 bike of the year? Fourth
The bike choice for many track day fiends, but can it really cut it as a ride it everyday type of machine? Some might say not, but they're the slow guys.
This is serious junkie action. When you have become desensitised to 900s and you can't get a buzz from a middleweight, you're on a slippery slope. Those bikes are recreational drugs for the non-committed who kid themselves they could stop if they wanted. When your 140bhp FireBlade seems too damn nice you're staring down the barrel of a tough choice. Go cold turkey from biking and try to get a bigger rush jumping off bridges without an elastic band or pull the trigger and get on a Mille.

For the uninitiated this is the most racer-like bike money can buy, right down to the feel of the thin grips and hard seat. The RSV R has been kicking arse in tests since it debuted in 2000. The revision the following year made it top twin and it has stayed there since. There is no bullshit with this bike. It's built to go fast and that means it's aggressive. You ride a Mille and there can be no softly softly catchee monkey. Get on and say 'I'd like to proceed straight to the intravenous injection of hard horsepower, please'.

The RSV doesn't even have that much on paper. Average output for the last few test bikes are 113bhp and 70lbs-ft of torque. The difference is in the 60-degree V-twin engine's close firing order that hammers the bike forwards with such ferocity that the more powerful SP-2 and 998s actually lose out on corner exist and rarely manage to gain much on a straight.

Aprillia RSV Mille R

Aprillia RSV Mille R Price £9,999 :
* 998cc Liquid cooled inline four 8V, 60 V-twin :
* Dry weight 183kg Insurance group 17 :
* Claimed power 120bhp @ 8,800rpm :
* Issue tested: October 2002
* Contact: Aprilia UK on 0161 475 1800

Rating in 2002 bike of the year? Fourth
The bike choice for many track day fiends, but can it really cut it as a ride it everyday type of machine? Some might say not, but they're the slow guys.
This is serious junkie action. When you have become desensitised to 900s and you can't get a buzz from a middleweight, you're on a slippery slope. Those bikes are recreational drugs for the non-committed who kid themselves they could stop if they wanted. When your 140bhp FireBlade seems too damn nice you're staring down the barrel of a tough choice. Go cold turkey from biking and try to get a bigger rush jumping off bridges without an elastic band or pull the trigger and get on a Mille.

For the uninitiated this is the most racer-like bike money can buy, right down to the feel of the thin grips and hard seat. The RSV R has been kicking arse in tests since it debuted in 2000. The revision the following year made it top twin and it has stayed there since. There is no bullshit with this bike. It's built to go fast and that means it's aggressive. You ride a Mille and there can be no softly softly catchee monkey. Get on and say 'I'd like to proceed straight to the intravenous injection of hard horsepower, please'.

The RSV doesn't even have that much on paper. Average output for the last few test bikes are 113bhp and 70lbs-ft of torque. The difference is in the 60-degree V-twin engine's close firing order that hammers the bike forwards with such ferocity that the more powerful SP-2 and 998s actually lose out on corner exist and rarely manage to gain much on a straight.

Apilia RSV Mille R

* Apilia RSV Mille R Price £10,750 :
* 998cc Liquid cooled 8V 60° V-twin :
* Dry weight 183kg Insurance group 17 :
* Claimed power 120bhp @ 8,800rpm :
* Issue tested: October 2001
* Contact: Aprilia UK on 0161 475 1800

At first, you'll be surprised by how tall and thin this bike is. I was on tip-toes round the pits and didn't feel much more comfortable on the warm up laps. It's a long way to knee down. Although it goes very well on track it's a bit disconcerting as a road bike. The Mille's engine is fearsomely strong: it drives hard out of turns and has power available by the bucketload when you want it. What impresses most is that it's only in its third year of development. The Ducati 996 took eight years to reach a level surpassed by the RSV-R in three. Be careful about the colour though: I prefer the yellow.

Apilia RSV Mille R

* Apilia RSV Mille R Price £10,750 :
* 998cc Liquid cooled 8V 60° V-twin :
* Dry weight 183kg Insurance group 17 :
* Claimed power 120bhp @ 8,800rpm :
* Issue tested: October 2001
* Contact: Aprilia UK on 0161 475 1800

At first, you'll be surprised by how tall and thin this bike is. I was on tip-toes round the pits and didn't feel much more comfortable on the warm up laps. It's a long way to knee down. Although it goes very well on track it's a bit disconcerting as a road bike. The Mille's engine is fearsomely strong: it drives hard out of turns and has power available by the bucketload when you want it. What impresses most is that it's only in its third year of development. The Ducati 996 took eight years to reach a level surpassed by the RSV-R in three. Be careful about the colour though: I prefer the yellow.

Aprilia RS 125

* Aprilia RS 125 Price £3,899 :
* 124.8cc L-cooled single cylinder two stroke :
* Dry weight 114kg Insurance group 7 :
* Claimed power 33bhp :
* Issue tested: July 2001
* Contact: Aprilia UK on 0161 475 1800

From the crisp crackle of the motor to the beautifully sculpted alloy chassis this bike has the fragrant whiff of quality. Visually attractive too, it is a truly sensual experience. All this and it rides great too. As distinguished in motion as it is standing still, its more than a piece of sculpture. The suspension worked well with my eleven stone carcass; front spring rate was firmer than the Honda and offered much more sophisticated damping, allowing the bike to be braked deeper into turns. Cosmetics are still constructed form the same slightly flexible, crash resistant material as ever – it scuffs up, instead of shattering – always a plus point on a learner bike. And it is those same cosmetics that endow it with a slight speed advantage over the Honda. The RS is aerodynamic yet has a decent sized screen to hide behind. Bear in mind that in derestricted form, this is in no way to be considered a bike solely for learners. On a twisty 'B' road, this bike will hurry and harass much larger sports bikes. They may blow it away on the straights but show it a series of corners and they will be reeled in, believe me. Distilled essence of Mille R and RS 250. Ignore at your peril…

Aprilia RS 125

* Aprilia RS 125 Price £3,899 :
* 124.8cc L-cooled single cylinder two stroke :
* Dry weight 114kg Insurance group 7 :
* Claimed power 33bhp :
* Issue tested: July 2001
* Contact: Aprilia UK on 0161 475 1800

From the crisp crackle of the motor to the beautifully sculpted alloy chassis this bike has the fragrant whiff of quality. Visually attractive too, it is a truly sensual experience. All this and it rides great too. As distinguished in motion as it is standing still, its more than a piece of sculpture. The suspension worked well with my eleven stone carcass; front spring rate was firmer than the Honda and offered much more sophisticated damping, allowing the bike to be braked deeper into turns. Cosmetics are still constructed form the same slightly flexible, crash resistant material as ever – it scuffs up, instead of shattering – always a plus point on a learner bike. And it is those same cosmetics that endow it with a slight speed advantage over the Honda. The RS is aerodynamic yet has a decent sized screen to hide behind. Bear in mind that in derestricted form, this is in no way to be considered a bike solely for learners. On a twisty 'B' road, this bike will hurry and harass much larger sports bikes. They may blow it away on the straights but show it a series of corners and they will be reeled in, believe me. Distilled essence of Mille R and RS 250. Ignore at your peril…

Aprilia RSV 1000R

* Aprilia RSV 1000R Factory :
* Price: £10,699
* Engine Type: liquid-cooled, DOHC, 8v, 60° V-twin
* Displacement: 998cc
* Claimed Max Power: 139bhp @ 9,500rpm
* Tested Max Torque: 79ft lbs @ 7,500rpm
* Cycle Parts Chassis: Aluminium twin-spar
* Suspension Front: Ohlins 43mm USD forks, fully adjustable
* Rear: Ohlins rising-rate monoshock, fully adjustable
* Brakes Front: Dual 320mm discs, four piston radial-mount calipers
* Rear: 220mm disc, twin-piston caliper
* Rake/Trail: 24.8°/101.7mm
* Wheelbase: 1,418mm
* Dry weight 185kg (407lbs) :
* Insurance group 16 :
* Issue tested: December 2003
* Contact: Aprilia UK on 0161 4751800

The new-for-2004 RSV 1000R Factory V-twin superbike took over from the old RSV-R. It features much of the high-spec stuff of the old bike – fancy suspension, brakes and wheels etc., but the majority of the Factory is all new.
It looks a fair bit better than the previous version with its slimmer, sexier and more angularly crafted bodywork. But more to the point, it's a much improved bike to ride – simply because it's so much easier to get on with.
The whole bike is much lower and more manageable than the relatively tall and ponderous RSV-R and results in a more compact riding and less lofty riding position. So not only can you get your feet more firmly planted on the deck, you feel much more part of the bike and integrated with it.
The result is even better handling than before and with Ohlins suspension dealing with the bumps and ruts, feedback and control are spot on. And the Brembo radial-mount brakes give stupendous stopping power.
Mods to the motor have given it even more poke with another claimed 9bhp on offer. Bigger throttle bodies, new cams, reshaped combustion chambers, a ram-airbox and a new two-into-two exhaust system are the reasons for the improvement.
Some bottom-end stomp has been lost but the trade-off is a greater surge at the top and a broader spread courtesy of an appreciably higher rev ceiling. It's now even easier to go fast on the Aprilia. And, considering the kit it's fitted with and the price asked, going fast is top value, even for notoriously tight Northern freelance tester Chris Moss who tested the bike for us.

Aprilia RSV 1000R

* Aprilia RSV 1000R Factory :
* Price: £10,699
* Engine Type: liquid-cooled, DOHC, 8v, 60° V-twin
* Displacement: 998cc
* Claimed Max Power: 139bhp @ 9,500rpm
* Tested Max Torque: 79ft lbs @ 7,500rpm
* Cycle Parts Chassis: Aluminium twin-spar
* Suspension Front: Ohlins 43mm USD forks, fully adjustable
* Rear: Ohlins rising-rate monoshock, fully adjustable
* Brakes Front: Dual 320mm discs, four piston radial-mount calipers
* Rear: 220mm disc, twin-piston caliper
* Rake/Trail: 24.8°/101.7mm
* Wheelbase: 1,418mm
* Dry weight 185kg (407lbs) :
* Insurance group 16 :
* Issue tested: December 2003
* Contact: Aprilia UK on 0161 4751800

The new-for-2004 RSV 1000R Factory V-twin superbike took over from the old RSV-R. It features much of the high-spec stuff of the old bike – fancy suspension, brakes and wheels etc., but the majority of the Factory is all new.
It looks a fair bit better than the previous version with its slimmer, sexier and more angularly crafted bodywork. But more to the point, it's a much improved bike to ride – simply because it's so much easier to get on with.
The whole bike is much lower and more manageable than the relatively tall and ponderous RSV-R and results in a more compact riding and less lofty riding position. So not only can you get your feet more firmly planted on the deck, you feel much more part of the bike and integrated with it.
The result is even better handling than before and with Ohlins suspension dealing with the bumps and ruts, feedback and control are spot on. And the Brembo radial-mount brakes give stupendous stopping power.
Mods to the motor have given it even more poke with another claimed 9bhp on offer. Bigger throttle bodies, new cams, reshaped combustion chambers, a ram-airbox and a new two-into-two exhaust system are the reasons for the improvement.
Some bottom-end stomp has been lost but the trade-off is a greater surge at the top and a broader spread courtesy of an appreciably higher rev ceiling. It's now even easier to go fast on the Aprilia. And, considering the kit it's fitted with and the price asked, going fast is top value, even for notoriously tight Northern freelance tester Chris Moss who tested the bike for us.

A man in chains

I think that this illustration represent my current mood...
I would like to break my chains, but i don't know from where i can start...

NOVITEC F430 TUNERO

Novitec F430 TuNero

Amidst the countless tuner displays gracing the Frankfurt Messe, one vehicle caught the attention of our lens and caused the hairs on the back of our necks to stand at attention. The Novitec Ferrari F430 TuNero, swathed in matte black from its body to its brake calipers, is pure evil incarnate, and it's got the motivation to match.

Sporting a duo of race-ready superchargers, air-to-water intercoolers, a revised intake system, individual oil coolers, new fuel injectors and a host of other mods, the TuNero puts out 707 HP at 8,350 RPM and 525 lb.-ft. of torque at 6,300 RPM. 62 comes up in 3.5 seconds and Novitec claims that a top speed of 216 MPH is easily within reach.

Novitec F430 Tunero video

We've assembled a number of live and press pics in the gallery below, so go forth and be intimidated.

Tuner Novitec has built a supercharged Ferrari F430 with twin supercharges that push output to 636 horsepower. It has a top speed of 218mph with 0-62phm spring in just 3.7 seconds. It has an adjustable suspension with lowered ride height and a widened track. This Ferrari F430 comes with a custom 19″ or 20-inch center-lock wheels conceal the upgraded Brembo ceramic brakes. Maximum torque of 638Nm is achieved at 6250 rpm. It takes couple of months before it hits the market. Pictures after the jump.