THEGAYUK

Category: Motoring

  • CAR REVIEW | Kia Ceed GT

    CAR REVIEW | Kia Ceed GT

    ★★★☆☆ | Kia Ceed GT

    Kia Ceed GT

    What Have We Got
    What if you want your cake and eat it. What if you want to have fun but you don’t want to be holding back a monster or fearing every bone jarring journey will end with a trip to the chiropractor? That’s where Kia pulls out their ace card… the Ceed GT. It’s a 200bhp, mid-sized hatchback that isn’t as extreme as the current crop of 300bhp monsters. It’s an outgoing model, soon to be replaced with the all-new Ceed but grab one while you can. They’re priced around £25,000 but there will be some great deals around.

     

    Driving


    Kia’s Ceed GT is a hot hatch, make no mistake. It has a revvy 201bhp / 195lb ft of torque 1.6L turbocharged petrol engine, a brilliant fwd chassis, 6-speed gearbox, supportive leather Recaro sports seats, fully independent front and rear suspension and brilliant brakes behind 18” wheels.

    It’ll crack 0-60 in 7.4sec while the top speed is 143mph. The all-important CO2 emissions are 171g/km and the brochure says you can get 38.2mpg combined fuel consumption.

    Inside


    Modern car interiors seem to be dull, unimaginative places. Kia has done a cracking job inside the Ceed. The leather Recaro seats are comfortable, they look great and they do a fantastic job of supporting you.

    The materials are high quality and look and feel great. A 7in touchscreen with sat nav was easy to use, there’s a surprisingly high resolution reversing camera and the heated seats and steering wheel were very welcome on these winter mornings.
    Headlights are Xenon adaptive with automatic levelling. It’s like turning daylight back on.

    Living with it

    The engine is revvy and eager but not overpowering, with enough power to be fast and fun.

    The Cee’d GT can do the shopping run in the morning, jump on the motorway and eat up hundreds of miles in comfort and actually pretty efficiently, and if you want to let your hair down, pull off onto a B road for some serious fun. This car can take all that in its stride. That’s impressive. In sports mode, the dials show boost and torque which is fun. Changing down through the manual gearbox with a blip of the throttle, the 1.6L engine is lovely and responsive.

    The Verdict


    To sum up, the Cee’d is great fun. We had it for a week and had a blast. It’s great fun, fast, excellent handling car with a very high-quality interior for around £25k new. You can expect more hot versions from the Kia stable. Like we said earlier, this is an outgoing model so there will be some around for an absolute bargain. If you’re after a fun car that is easy to drive, comfortable, practical and looks great, maybe this is for you?

     

    Love
    Engine – Revvy, responsive, fast enough.
    Interior
    Handling

    Loathe
    Brand image. Is Kia cool yet?
    Price. (There are some big discounts at the moment though)
    Synthesized engine sound in sport mode

    Lowdown

    Car – Kia Ceed GT
    Price – Around £25,000 with discounts as it’s an outgoing model
    MPG – 38.2 mpg (combined)
    0-62 – 7.4 seconds
    Power – 201bhp and 264nm torque
    Top Speed – 143 mph
    Co2 – 171 (g/km)

  • CAR REVIEW | Audi S1 2.0 TFSI

    CAR REVIEW | Audi S1 2.0 TFSI

    ★★★★☆ | Audi S1 2.0 TFSI 231PS Quattro Competition Nav

     

    What Have We Got 

    Audi’s S1 is the smallest and most affordable end of the S series cars. A brand new S1 starts at £27,745.00 ROTR. The S1 is a great package. 4WD, 6-speed manual gearbox, 230bhp / 370Nm torque from a 2.0L EA888 2.0-litre turbo four-cylinder engine and 155 mph limited top speed. Make no mistake, this isn’t a lukewarm shopping car, this is a real driver’s car, an Audi S series car. I was surprised how much attention it gets you, lots of people complimented my choice of car for a change.

    Driving

    Audi’s S1 is a lot of fun and very capable. Being permanent 4WD, I expected it to push on it corners, understeer spoiling the party, but it seems to have a RWD bias which is great fun.

    Pulling out of a junction or accelerating out of a tight corner, a heavy right foot can prompt the tail to kick out. You have to be particularly aggressive as there’s loads of grip. Standard power from the S1 is 230bhp but with a stage 1 map that jumps to 320bhp, however, I know a couple of these engines running over 500bhp.

    Inside

    It’s fairly unremarkable inside but solid and well built. Leather, shell back bucket seats look very good and do a great job of supporting driver and passenger and the controls are well placed. You certainly feel you are in a driver’s car.

    My only criticism was the size. Obviously, it’s a small car, but for me as a grown-up carrying too many kg’s, it was almost too small. The dash is fairly plain but very nice and the quality is superb.

    Living with it

    As you would expect, the Audi S1 has a host of electronic assists such as; cross-traffic assist rear (which will alert you when vehicles cross your blind spot, and even activate the brakes if necessary). Pre sense front (uses a camera and radar sensors to alert you to approaching hazards and can apply the brakes). Park assist (parks for you), cruise control and more.

    It’s fast, fun, well built and looks great. I’d almost go as far as to say it’s in a class of its own with 230bhp in such a small package.

    The Verdict

    If you’re looking for fun in a small package but want a touch of class and quality. The S1 is right up your street. It looks subtle and classy and is very well built. It’s a bit small for me and there’s not a lot of room in the back but so what, I sit in the front.

    Small enough to park anywhere with ease, safe as any modern car with all of the electronics, it sounds great and has huge tuning potential. I’d like to take one on track and see what it’s like there.

    Love

    Performance

    Handling

    Build quality

    Loathe

    Unremarkable inside

    Too small (for me)

    Manual gearbox only, no DSG.

     

    Lowdown

    Car –  2.0 TFSI 231PS Quattro Competition Nav

    Price – £27,745.00

    MPG – 39.8 (combined)

    0-62 – 5.8s

    Power – 272hp and 330nm torque

    Top Speed – 155.3 mph

    Co2 – 166 (g/km)

     

  • MOTORBIKE REVIEW | Suzuki V-Strom 250 ABS

    MOTORBIKE REVIEW | Suzuki V-Strom 250 ABS

    ★★★★★ | Suzuki V-Strom 250 ABS

    The bike

    The bike we have here is a Suzuki V-Strom 250 which falls perfectly into the A2 licence* class. It’s an adventure bike, with longer travel suspension, upright seating position. Think of it like an SUV. Looks good, rugged, can handle all sorts from off road to motorways so it’s perfect for our crappy roads. It has a 248cc parallel-twin engine and is more road-focussed that off road. 248cc, 25bhp and 23.4 Nm torque doesn’t sound like much, but it’s enough to have fun and do whatever you need to do.

    Riding

    It’s not particularly fast with a top speed of 85 mph which means those faster overtakes need a little planning. With such modest power and a fun chassis, it does mean you can exploit the V-Strom pretty much everywhere without constantly looking over your shoulder for blue lights. You won’t believe how easy the little V-Strom is to ride.

    Bars are fairly high and the seat is soft and comfortable, prompting you to sit up straight in a typical adventure bike style.

    It’s big enough to have some road presence and small enough to filter through traffic and it does it all on a thimble full of fuel. This little adventure bike does a staggering 88 mpg which means over 310 miles on a single tank.

    Details

    There’s a 12V DC power outlet for your sat nav or your phone, a very neat reverse-lit full-LCD instrument panel showing; Speedometer, tachometer, odometer, average fuel consumption, fuel gauge, RPM, service indicator, clock, dual trip meters, gear position, coolant temperature and oil pressure. It sounds like a lot of information but it’s very easy to read. There’s a very handy screen in front of you to protect you from the wind too.
    The brakes offer good feel and work well and Bosch ABS is standard. It’s rugged and handsome and doesn’t look like a beginner bike.

    Living with it

    On the road, the bike rides very nicely. The V-Strom turns well and is fun. It’s a very friendly package, helping you to feel safe and confident. If you’re new to bikes or returning, this is a great way to build your confidence. It’s very easy to manoeuvre with good steering lock which makes urban riding simple.  

    Despite its adventure bike looks, it’s a pussycat. With a low seat height, it’s a piece of cake to ride. The upright riding position is very comfortable but it isn’t fast.

    The Verdict

    If you are a new rider or returning to two wheels after a break the V-Strom 250 is great. It looks good, it’s easy to ride, it’s economical and won’t break the bank. It’s not fast so is ideally suited to urban riding and not really ideal for motorway miles.

    There are many benefits to riding a motorcycle. it’s fun, It’s practical and in these times of ever-increasing congestion on our roads, a bike offers a fantastic alternative to sitting in queues of traffic hour after hour. It’s greener too!

    Loves

    Easy to ride & fun

    Uses hardly any fuel

    Rugged, handsome styling

    Loathes

    Not very fast

    A little buzzy when you rev it hard

    Exhaust is quiet

    Lowdown

    Motorcycle –  Suzuki V-Strom 250

    Price – £4.599
    MPG – 88.28 mpg (combined)

    0-62 – 9.3 seconds

    Power – 25bhp and 23.4 Nm torque

    Top Speed – 85 mph
    Co2 – 72 (g/km)

    *if you are over 19 with a full car licence, you can take your CBT (basic test), take your theory test and your practical test (just like a car), then you can ride any bike up to 35kw (47bhp). That’s called an A2 licence.

    https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/568266/routes-to-your-motorcycle-licence.pdf

  • CAR REVIEW | Honda Civic Type R

    CAR REVIEW | Honda Civic Type R

    ★★★★★ | Honda Civic Type R GT 2.0 VTEC Turbo.

     Honda: The Power of SCREAMS!

    Honda Civic Type R GT 2.0 VTEC Turbo reviewWhat Have We Got

    In 1985, I was collecting a magazine called The Car. Issue 40 was about the Lamborghini Countach. It was a dream car. A supercar with performance figures that spoke for themselves. 0-60 in 5 seconds and a top speed of 183mph. It also did 11mpg.

    Fast forward 33 years and suddenly I am confronted with a family hatchback that has similar performance figures and wings. This hatchback has 5 doors, will seat the same and carry luggage. This car is the Honda Civic Type R. 

    Honda Civic Type R GT 2.0 VTEC Turbo review

    Driving

    A lot has been said about the Civic and you can see why it has won so much admiration. So I decided that I’d turn the tables and write about what this bulging shoulder padded winged road warrior was like to live with as a practical car.

    Well, that all went out of the window when I found a suitable route to use the car’s power one night. To say it covers ground quickly is an understatement. This is amplified by an astonishing amount of grip given from the 245/30 20 Continental tyres. In the big scheme of things, the 245 isn’t that wide. What does help is in the thin 30 section side wall. These tyres do no wobble around and quick directional changes are where the Civic Type R excels. 

    No race-ready road car would be complete if it didn’t have an engine that could deliver. That 320PS arrives at high up the rev range at 6500rpm but it’s the 400Nm of torque are there at the max from 2500-4500. From 1500rpm the engine sings and its ability to spin to its maximum is rapid. This equals a lot of fun and an ability to get to legal speeds and beyond very quickly. 

    All cars come with traction control and there are times when switching it off can throw some cars into all sorts of shapes like your father dancing at a wedding. The Civic becomes a hoot to drive. It throws in drama to its already dramatic ways but remains safe.

    Inside

    Honda Civic Type R GT 2.0 VTEC Turbo review

    It’s all very much similar to the standard Civic that we tested recently. It’s roomy, has seats and the confusing heater controls. 

    Where the Type R stands out is in the bucket seats. They aren’t the easiest to get out of but they are far more supportive and comfortable than they look. 

    Living with it

    You need to have a serious talking to yourself before you buy one because you need to ask yourself if you could handle the seduction of its power. It’s an intoxicating frivolity that never tires. You see the hard riding Civic isn’t actually that harsh at all. 

    There are three settings, comfort, sport and R. ‘R’ as you can imagine is where the magic happens. That said, the magic also happens in comfort mode albeit a little more leisurely. ‘Comfort’ mode is noticeably softer and in the day-to-day running around, more than acceptable. 

    The Civic’s other settings are firmer in two stages and yet not internal organ jolting. Put it this way, apart from your stomach coming up in your throat when you first try a 0-60 pull away and your brain smashing around the inside of your skull from the G-forces, the ride won’t alter the locations of kidneys or the liver. 

    Your eyes might fall out of their sockets when you require the assistance of the Brembo brakes but that’s another matter. And I wear glasses so my eyes are never fell far from the sockets!

    Is it any good

    I say it is. Compared with the Golf R, the Civic isn’t perfect. It’s also not subtle in any way. While the Golf is good and doesn’t shout about its power, the Civic does. And when you are talking £30k plus for a fast hatchback, you want something that makes a statement. 

    Civic Type R makes a statement. 

    Love

    Handling

    Fun x 100
    Ability to cruise comfortably 

    Loathe

    Curb loving rims

    Heating controls

    Small fuel tank

    The Lowdown

    Car –  Honda Civic Type R GT 2.0 VTEC Turbo

    Cost – £33,525

    MPG – 36.7mpg (combined)

    Power – 320ps

    0-62mph – 5.8 seconds

    Top Speed –  169mph

    Co2 – 176 (g/km)

  • CAR REVIEW | Peugeot 308GTi

    ★★★★★ | Peugeot 308GTi

    What Have We Got
    Hot hatches use to roam the land, hunting their prey. Then, they just disappeared, killed off by ever increasing insurance premiums. But, thankfully, now they’re back with a vengeance. This is Peugeot’s 308GTi. It’s Peugeot new wild child and has a lot to live up to. Peugeot has a strong hot hatch heritage, often credited with starting the hot hatch genre in the first place. It’s priced from £28,950 but with the few extras, there are (pretty much anything you can think of is standard equipment) ours was more like £31,500.

    Driving


    The 308 packs 272hp and 330nm torque into a beautifully understated package.
    It’s a true dark horse. There’s a close ratio 6 speed, manual gearbox, no flappy paddles or automatic option on the GTi, just a pleasantly analogue driving experience. This thing is wild. In normal mode, it’s just your average, fast, elegant hot hatch. Press the sports button and the 308GTi goes into beast mode. The steering and throttle response sharpens, the engine noise is amplified in the cockpit and the dash glows red. All you need to do then is hang on.

    Inside


    Once you’ve settled into the supportive, Alcantara and leather bucket seats, the Peugeot won’t take you 20 minutes to change settings and program in your preferences before you can start your journey, just jump in and go. As you would expect from a modern car, there are a host of electronic safety aides to help you and keep you safe. Features include automatic emergency braking, blind spot detection, adaptive cruise control, speed limit recognition, smartbeam LED headlights, reversing camera, city park/ self-park, Lane keep technology, driver attention alert and loads more. It’s very well put together.

    Living with it
    The 308GTi is really fast. On a damp road, accelerating hard, Peugeot’s wild child struggled for grip, spinning its huge 19” wheels through the first 3 gears, clawing at the tarmac, trying to find grip for the 235/35/19 tyres.

    The close ratio, 6 speed, manual gearbox is strong with perfectly spaced gears. Clip the rev limiter, throw in another gear and you’re right on boost, accelerating hard again. I saw 150mph, still accelerating before we ran out of road. Peugeot says 0-62mph in 6 seconds but I’ll eat my hat if it’s not faster than that.

    The Verdict


    It’s really fast, the handling is another level, the brakes are outrageously good and the interior is sporty and classy. It’s a great package all around. The 308GTi isn’t gaudy or obvious like a Ford Focus RS or Honda Civic type R, it’s a fast hot hatch for grown-ups. What I particularly like was the simplicity of it. Lots of modern cars have adjustable everything and take 20 mins just to set up all the electronics before you start. With the 308GTi you just slide into the leather and Alcantara sports seat and drive.

    Love
    Performance
    Handling
    Build quality

    Loathe
    Fake engine noise through the speakers in sport mode
    Stealth looks. Is it too subtle?
    Giving It back to Peugeot

    Lowdown
    Car – Peugeot 308GTi
    Price – Starting £29.050. Ours was £31,500.
    MPG – 47.1 mpg (combined)
    0-62 – 6 seconds
    Power – 272hp and 330nm torque
    Top Speed – 154.7 mph
    Co2 – 139 (g/km)

  • When is a cheap helmet not a cheap helmet?

    Don’t rule out a cheaper helmet.

    A few years ago, after an unexpected off (aren’t they all unexpected?) I needed a new helmet.

    Funds were low so so I opted for a Nitro helmet for less than £100. It was a decision I regretted straight away, it was so noisy, uncomfortable and poorly built. I’ve been off bikes for a while so upon my return to two wheels I found myself on the hunt for a new helmet again.

    One thing that hadn’t changed was my financial situation so I was looking at a budget helmet again. In the few years I’ve been away from motorcycles, things have changed. A budget helmet used to be a pretty poor relation to the big money race replica lids you see but these days they are so much better.

    There are a huge number of budget helmets out there. From as little as £50 you can buy a full face helmet these days and I had no idea how to tell good from bad so I read the reviews and then spoke to the team at GetGeared. They have a big range and talked me through them. It turns out that our heads are all different shapes so some helmets fit some of us better than others. There are lots of helmet retailers out there, don’t be afraid of end of line deals either.

    Long story short, I went for a MT Helmets Mugello Vapour in yellow. It’s very yellow which is good, as it might help the half-asleep car drivers see me.

    Unboxing was a treat. It’s a world away from my old Nitro. The MT feels plush, well built and feels as if it’s worth a lot more money. It was only £60, reduced from £80 and was purchased online, delivered in a couple of days. It even comes with a helmet bag… behave.

    It’s a four-star helmet which means in the Sharpe test (industry standard helmet tests, a bit line NCAP for cars) it did well.

    If this is what budget helmets are like, manufacturers at the top end of the market should look out. My new lid fits really well, is comfortable and has useful features like the breath deflector which sits in front of your nose and stops the visor misting up, and the chin curtain, a stretchy band around the bottom of the helmet that stops the wind getting in, really help. It’s got a removable, washable liner and a really useful quick release buckle. Both are welcome features. Trying to undo a sweaty lid with a gloved hand is a pain.

    There are loads of features but I won’t bore you. Put simply I’ve done hours and hours in it now and it’s great. I’ve done a race school in a single seat race car, a motorcycle track day and many, many road miles in rain, sun, more sun, so much sun and wind. No complaints at all, it’s proved to be an excellent buy, quiet, comfortable, easy to wear. I can’t believe you can buy a helmet like this for so little money.

    Give the team at GetGeared a shout or better still call in and try a few helmets on, they have hundreds.

     

  • MOTORCYCLE REVIEW | Suzuki SV650X ABS

    ★★★★★ | Suzuki SV650X ABS

    Suzuki SV650X ABS review

    The bike

    What we have here is the retro-styled, naked bike called the SV650X. It’s a small capacity, light and nimble naked bike that is just about as much fun as you can have on two wheels.

    Suzuki’s SV has been around since 1999 and is more popular than ever. After having this one for a few weeks I can see why. Do you really need a 180bhp sports bike? Who new 75bhp could be so much fun?

    Riding
    Suzuki SV650X ABS review

    The heart of the SV is the punchy engine. A 645cc 4-stroke, DOHC, 90°V-twin that loves to rev. 75bhp and 64Nm of torque isn’t a lot in these days of 180bhp sports bikes, but that’s missing the point. Suzuki’s SV is so much fun and the performance is so accessible, you just can’t fight the urge to use it. SV’s have always had a reputation for being a great handling bike and this new model continues that theme. It’s great, flicks easily from side to side and is just so much fun.

    Details

    The SV-X has clip ons, a funky little cafe racer style headlight cowl and a really cool, tuck and roll seat and different paint. SV’s have always had a reputation for being a great handling bike. 41mm right way up forks are preload adjustable and did a good job on my bike. The rear shock is 7-way adjustable for preload. Front brakes are Tokico twin piston calipers on twin 290mm floating discs with ABS and do a great job. Fast road riding was easy, not too hard or soft and it was a joy to flick from side to side.

    Living With It
    Suzuki SV650X ABS review

    The SV650X mixes a great chassis with usable power, which means that unlike a litre bike, where you rarely get to exploit all that power, with the SV you can wring its neck, laughing all the way to the 14k rpm rev limit, again and again and again. The noise is intoxicating, sounding like a mini MotoGP bike. With a race can this would sound awesome.

    Suzuki has blessed the SV with a lovely gearbox. Under hard acceleration, you don’t need to use the clutch going up the ‘box, the gear change is so sweet and very fast.

    The Verdict

    Loves

    Fun
    Punchy engine
    Great chassis

    Loathes

    Snatchy at very low speed
    Slightly conservative styling
    Suzuki wanted it back

    Lowdown

    Motorcycle –  Suzuki SV650X
    Price – £6,199
    MPG – 72.43 mpg (combined)
    0-62 – 3.3 seconds
    Power – 75 bhp / 64 Nm of torque
    Top Speed – 133 mph
    Co2 – 91 (g/km)

  • CAR REVIEW | Honda Civic 1.6 i-DTEC EX 

    CAR REVIEW | Honda Civic 1.6 i-DTEC EX 

    ★★★☆☆ | Honda Civic 1.6 i-DTEC EX

    What Have We Got

    Here is Honda’s 10th generation Civic. It is the humble family car that has been a staple from Honda since the 70s. Now let’s be honest, before 2006’s 8th generation Civic, it had been largely thought of as a competent car and one that’s just alright.

    That all changed and again with this all-new Civic 10. Design-wise it is an elegant looking car that takes generation 8 Civic to a new level ignoring generation 9’s dumpy potato look. And it has paid off because the Civic 10 is a looker.

    Driving

    It’s a puzzler. Civic comes with two driving modes, normal and sport. The usual attributes happen when you press the button with the steering becoming artificially stiffer along with the damper rates, and throttle response is sharpened. What then would be nice is for a softer ride in normal mode. It isn’t a hard ride at all and on most surfaces, it is always composed, and very little throws it off its course. A softer ride though might just quieten the road noise and add some luxury quality.

    The diesel engine is rather torquey and once spinning, it will reach the rev limiter quickly. It catches you out too for a car with a 0-60 of over 10 seconds, so you need to be quick on first three gears. Thankfully the clutch is light with good feel, and the gear stick precise and slick.

    What I did find was the fuel economy a little disappointing at the pumps. Honda claim 80.7mpg for the combined. I was lucky to get 49mpg over my week with Civic. That’s some way off their claim.

    Inside

    Inside you are treated to a well-made interior. It all fits well together, and the controls are logically laid out. The infotainment system isn’t as clunky to use as some though it takes a bit of time to build up familiarity with it particularly with the heating. I’m in a 50/50 kind of mind if I like the split screen and button use for it. Screen de-mist is a button under the infotainment screen while the other setups are all contained within the touchscreen.

    Interior is also very dark with its use of black is everywhere. Some of the joins where one material meets another are not always successful. What is though is the centre console that is well made. All this black would become unbearable if it weren’t for two things. The big retractable glass roof and the masses of shoulder space. Depending on your build you’ll find there is either too much shoulder space, or the door armrests are not large enough. I found I was having to spread my arms out like having a broom shoved down my sleeves and holding the steering wheel at the precisely 5:35.

    Living with it

    I have a few gripes about the Civic as mentioned above. The hatchback opening is large and wide, and a neat feature that I do like is the fold away parcel shelf blind that when compacted looks like a printer ink cartridge. It’s genius thinking. The problem with a hatchback is the problem of where do you put the parcel shelf. 10/10 Honda.

    I also like the sense of space. Despite my moan about shoulder space, the car doesn’t feel too wide to drive through town. It’s quite nice to pilot around.

    Verdict?

    I’d have one. I wouldn’t feel cheated if I was thrown the keys and told, “That’s yours, get on with it”. You can’t argue with the cost and spec over its nearest rivals. Spec for spec, it’s cheaper than a Golf and better equipped than the Astra. The technology works well too. What I will say though is don’t rule out the zippy petrol version.

    Love

    Price

    Spec

    Looks

    Loathe

    Unrealistic fuel figures

    Heating controls

    Turbo lag

    The Lowdown

    Car – Honda Civic 1.6 i-DTEC EX

    Cost – £26,574 (as tested)

    MPG – 80.7 mpg (combined)

    Power – 120ps

    0-62mph – 10.2 seconds

    Top Speed – 125mph

    Co2 – 93 (g/km)

  • MOTORCYCLE REVIEW | Suzuki Burgman 650 ABS

    MOTORCYCLE REVIEW | Suzuki Burgman 650 ABS

    ★★★★★ | Suzuki Burgman 650 ABS

    The bike

    One of the most unusual bikes I’ve ridden is the Suzuki Burgman 650. On one hand, it’s a twist and go scooter, on the other, it’s a luxurious tourer. In reality, it’s a bit of both. It’s one of the new crop of maxi scooters.

    The Burgman is powered by a silky smooth parallel twin 638cc engine putting out 55 bhp and 62 Nm of torque. It’s velvety smooth and it’s mated to a Suzuki Electronic CVT gearbox (Continuously Variable Transmission), that’s a kind of automatic gearbox.

    Riding

    The Burgman is a pleasure to ride. The feet forward riding position takes some getting used to as does the twist and go gearbox, but it’s such an easy bike to ride. It’s lively, It turns in sharply and holds a nice line and is very easy to manoeuvre. The suspension is supple like a French car, and the ride quality is great. Cornering is easy, it’s eager to turn and even fun to throw around. I actually touched down the centre stand a couple of times but I was being a little daring.

    Details


    The dashboard gives more information than you know what to do with, but it’s not intrusive or distracting. It tells you when you need to change the oil, oil level, air temp, water temp, the time, plus there’s a great trip computer with information on fuel consumption, range and more.

    A big seat, loads of storage, heated grips, electric folding mirrors, tall electric screen all add make it feel more like an adventure bike than a maxi scooter. Build quality was excellent, no exposed wires, no dodgy catches or rattling, squeaky panels.

    Living With It

    Brakes are very good, it doesn’t dive or push on. An electrically adjustable tall screen means motorway miles are a breeze, the wind hardly touched me and you sit up straight too which means you can see over the cars in front.

    I took the Burgman it on a 2-day road trip on all sorts of roads, 2 days luggage, my laptop and all manner of stuff crammed in the massive storage compartment under the seat. It’s practical, fun, easy to ride and economical. What’s not to like?

    The Verdict

    The Suzuki Burgman is bristling with equipment, it’s easy to ride, it’s comfortable and even economical. It sounds like the perfect do it all bike then right? It nearly is. The Burgman is a little long in the tooth, it’s a few years old now. It also suffers from an image problem in certain circles; is it a proper bike? But other than that, it really is a do it all motorcycle. Pop to the shops or ride across Europe, the Burgman will eat it up.

    Build quality is great and its pricing is easily comparable with the competition, most of which have smaller engines too.

    Loves

    Comfort

    Practicality

    Easy to live with

    Loathes

    Snatchy at very low speed

    In the company of big bikes, you feel inferior

    It’s very wide when you’re filtering through traffic

    Lowdown

    Motorcycle –  Suzuki Burgman 650 ABS
    Price – £9,199
    MPG – 60.5 mpg (combined)
    0-62 – 8.3 seconds
    Power – 55 bhp / 62 Nm of torque
    Top Speed – 110+ mph
    Co2 – 109 (g/km)

  • BOOK REVIEW | Alfa Romeo Giulietta 1978 – 1985

    BOOK REVIEW | Alfa Romeo Giulietta 1978 – 1985

    ★★★★★ | Alfa Romeo Giulietta 1978 – 1985

    For any Alfa Romeo fan or ‘Alfisti’ as they call themselves, Matteo Licata’s book on the much ignored Giulietta from 77 – 85 is an absolute must. I like the Giulietta and have looked forward to reading a copy since he broadcasted it to his Twitter followers this year.

    Matteo is a lover of sports cars in general and he has a fondness for automotive lost causes. Full-time lover of good life, blogger and writer on Twitter, he’s an automobile enthusiast firstly. He carved a career in car design, graduating from Turin’s Istituto Europeo di Design in 2006. He’s even contributed to the 2006 Giulietta of 2010. So we are in good hands.

    The Giulietta, in general, has been largely overlooked. It was for Alfa Romeo, a short-lived car and as a result has only ever been mentioned in a paragraph or berated for being a cheaper shorter car based on the Alfetta. One of my first books on cars was on Alfa Romeo and that only had a one-page colour spread with two shots of a Giulietta on it. This has finally been addressed.  

    This is Matteo’s first book and l have to say l am impressed with the level of information this book is packed with. As a general rule of thumb, most books on Alfa Romeo are rich in page numbers. For the 58 pages in Matteo’s book, each page packs a punch with knowledge on the Giulietta. It comes in bite-size snippets of information and it works for me. The book is particularly good at capturing the data that you as an enthusiast want without waffle.

    In the beginning, there was a lovely snapshot of the history of Alfa Romeo. Even after all these years of being an ‘Alfisti’ myself, some of it was new news to me. After this, there are eight chapters covering everything from the launch to evolution and ending with the geeky satisfaction in vital statistics.

    Things l had forgotten about Giulietta (read that as didn’t know) was that there were three series in production. Subtle changes here and there are covered along with the confusing array of engine line-ups across Italy and the rest of Europe. And then there are rare photos throughout the book of the car itself including six very rare and spacial models like the Fiorucci Giulietta “Punk” of ’78. It beggars belief!

    A worthy read and addition to your Alfa Romeo library? YES.

    Follow Matteo on twitter: @Roadster_life or on his blog: https://www.roadster-life.com

    Available from Amazon books for £21.87.

  • CAR REVIEW | Vauxhall Insignia Sports Tourer

    CAR REVIEW | Vauxhall Insignia Sports Tourer

    ★★★★☆ | Vauxhall Insignia Sports Tourer

    What Have We Got

    It’s hard to believe that this car as it is, on my driveway is just £3650 more than the Astra we tested recently. And you’ll notice this through other manufacturers. There once was a time when they made more money from their big cars. That doesn’t always seem the case these days but is the Insignia £3650 extra about right or an absolute bargain?

    Driving

    The engine in Insignia is down by 26ps over that fitted to the Astra, and it feels it. It runs out of puff rather quicker to reflecting its leisurely 11+ 0-60 sprint, yet that is the wrong way to drive this version on Vauxhall’s 1598cc turbo diesel. The power of 300Nm on this engine comes in lowly at 1750rpm to 2000rpm. In the Astra, it was higher up at 2000rpm and beyond. This lower engine power suits the Insignia well and here is the reason. It’s a smoother car to drive. The feel of the Insignia is more relaxed. 

    Inside

    The overall ambience of the cabin is of serenity. There is subtle lighting across the tops of the doors and along the dashboard. It’s very in keeping with the current trends. What is also like the tendency is to exclude this nicety from the rear doors. Why the rear passengers are not given this, I do not know. Thankfully the rears are treated to heated seats and have access to two USB ports to charge up the smartphones that will no doubt be connected to Vauxhall’s WiFi hotspot within the car. They are also given vast amounts of legroom too. It’s more than spacious in the rear.

    Living with it

    As estate cars go, there is a load of space in the back. A bulkhead style cargo net comes as standard. It is integrated into two positions. It can be placed in front of the rear seats folded up and down. If you only carry a load that sits below the window line you’ll never appreciate this but for those who carry to the max will, and its fitting and removal are incredibly easy. Just like folding the rear seats to reveal a flat load area. You’ll find the release catch either inside the boot or on top of the seats.  It’s a simple operation.

    The Verdict

    It’s a bargain. As load luggers go, the Insignia carries more as you’d expect. It’s rather nice inside and made for effortless cruising. Considering what I said about it being lower powered compared to the Astra, don’t let that put you off. It all comes together to make for a more cohesive car that carries loads and cruises well. In my mind, that is a better combination. The problem I did find with the estate style body was the height of the rear door. At 6’1” my head brush closely to the underside. Depending on the angle I parked at I did once knock my head on it. It is, however, the price we pay for sleeker looking estate cars.

    Love

    Comfort

    Load-lugging ability

    Ease of converting to full estate

    Loathe

    Low tailgate edge 

    Lack of cabin joy in the rear

    Road noise with the cargo cover missing

    The Lowdown

    Car –  Vauxhall Insignia Sports Tourer SRi Nav 1.6 110PS Turbo D

    Price – £24,555 (as tested)

    MPG – 65.7 mpg (combined)

    Power – 0-62mph – 11.1 seconds

    Top Speed –  125 mph

    Co2 – 112 (g/km)