Category: Reviews

The growing Chinese brand has high expectations with its Seal U, but can it cut it above its rivals from Europe and Japan? Cameron Richards finds out.

What is it?

BYD is a relatively new brand here in the UK and the Seal U kick-starts the firm’s approach of offering a variety of vehicles with different powertrains.

We’ve been given a host of electric models such as the Atto 3, Dolphin and Seal, but now, the Seal U arrives as BYD’s first plug-in hybrid model to enter the line-up in the UK.

The Seal U is an SUV that will be going up against some stiff competition with the likes of the Volkswagen Tiguan and Honda CR-V.

What’s new?

The Seal U is a new model both inside and out with a new interior and exterior design. However, the big news is that this BYD model will come with an engine underneath its bonnet – electrically assisted, of course – and there will be a choice of different battery packs and trim levels, too.

It also features BYD’s Blade battery technology which is cobalt-free and developed in-house to enable the best blend of safety, longevity, performance and space. BYD also says that you’re able to repeatedly charge its Blade batteries to 100 per cent without any degradation.

What’s under the bonnet?

There are two power outputs on offer, with entry-level models equipped with an 18.3 kWh blade battery pack that’s mated to a 1.5-litre turbocharged petrol engine that produces a combined 214bhp and 300Nm of torque for the former while giving a claimed electric range of 49 miles.

Our test car, however, was the Design model which also comes with two electric motors – enabling four-wheel-drive in the process – and giving a torque figure of 550Nm and 319bhp.

A mid-spec model available this summer comes with a larger 26.6 kWh blade battery pack that produces the same power and torque figures as the lower-powered version but gives an electric range of 77 miles.

What’s it like to drive?

In Rome today with the new BYD Seal U plug-in-hybrid. Driving impressions will be revealed next week. pic.twitter.com/NwleHVYsrH

— Cameron Richards (@CamRichards13) May 15, 2024

When you drive the Seal U, you know immediately that the car has been set up for comfort rather than driver engagement. The ride is smooth and absorbs lumps and bumps very well, remaining quiet at all speeds.

There is limited wind and road noise and the electric motors and engine work well together to make seamless changes between different drivetrains. The engine is relaxed and doesn’t groan too much, while at motorway speeds the car drives mainly on its electric motor, helping with its efficiency and refinement.

However, while the Seal U is comfortable and refined, it is by no means engaging with numb steering which feels vague both in Normal and Sport mode, and there is a lot of body roll around the corners, making the car feel nervous at higher speeds.

Although front visibility was good, looking out the rear was poor due to the small back window making it hard to see out of when reversing – thankfully the Seal U comes as standard with a reversing camera.

How does it look?

At first glance, the Seal U looks like most other big SUVs, but look closer and you’ll see a horizontal slatted front grille with a rounded, curved exterior.

The car uses what BYD calls ‘Ocean Aesthetics Design’, which incorporates the rest of the firm’s vehicle design language and brings headlights which have a u-shape design and fit neatly into the bonnet, while 19-inch alloy wheels and rear bumper with black and silver details give the BYD its own bespoke look.

Furthermore, the LED rear taillights have been inspired by water drop elements which relate back to the brand’s ‘Ocean Aesthetics’ design.

What’s it like inside?

Inside is a nice place to be with a blend of soft-touch materials and Vegan leather. The design of the dash is minimalist with few buttons while the large infotainment screen is clear and easy to read even in direct sunlight. You’re even able to rotate the screen 180 degrees giving the driver a choice of portrait or landscape view. However, features such as climate control are still located in the infotainment screen which is fiddly to use on the move.

The seats are comfortable and have a nice design with integrated headrests, while interior storage is good with a decent-sized glove box, large cup holders and a generous centre storage bin.

In the back of the Seal U is a mixed bag, as legroom is decent. However, due to the standard panoramic glass sunroof eating into headspace, taller passengers over six feet will find their heads brushing against the roof.

Boot space is also smaller than rivals from Volkswagen and Honda, with the Seal U having a total of 425 litres with the seats up and 1,440 litres with them folded down. In comparison, a Honda CR-V’S luggage capacity is 617 litres with all its seats in place and with them down extends to 1,710 litres.

What’s the spec like?

There are three trim levels on offer, the entry-level Boost, middle-rung Comfort and top-of-the-line Design.

However, from launch, there will only be two models available with the mid-spec Comfort coming later in the year.

Prices for the UK have not been officially revealed yet, but it’s estimated that the range will start from around £33,000 and rise to £39,000.

The base level Boost comes very well equipped with LED headlights, four driving modes such as Normal, Eco, Sport and Snow, a panoramic sunroof, an electric tailgate, a 12.3-inch TFT screen, a 15.6-inch electrically rotatable touchscreen and an Infinity 10 speaker sound system.

The Design trim features extra driving modes such as Sand and Muddy and has the added benefit of four-wheel-drive.

Verdict

The Seal U is a good effort from BYD in an attempt to bring a car to a very competitive sector of the market.

It has a good-looking exterior, a very comfortable ride and if prices go by our estimates, represents great value for money, too.

It may not be the most engaging car to drive and won’t have the prestige or pedigree from the likes of Volkswagen, Mercedes or Audi but the Seal U is a sensible choice for those looking for a comfortable and well-equipped plug-in hybrid SUV.

Facts at a glance

Model as tested: BYD Seal U Design

Price as tested: £38,995 (EST)

Engine: 1.5-litre petrol hybrid with electric motors

Power: 319bhp

Torque: 550Nm

Max speed: 112mph

0-60mph: 5.7 seconds

MPG: 31.8mpg

Emissions: 26g/km

Range:49 miles

By Cameron Richards

The N versions of i20 and i30 are no more – long live the performance electric era of Hyundai. Cameron Richards has driven the first electric N car.

What is it?

We are entering new territories for the petrolhead. Combustion engines are being pushed to the background and for many drivers, this means that cars are moving away from true ‘enthusiast’ ways of getting around.

However, to Hyundai, it’s a golden opportunity to reveal a performance car that fits in well with a whole new generation of car lovers – that being the Ioniq 5 N.

The Ioniq 5 N is the ‘hot’ version of its standard electric hatchback but incorporates a variety of go-faster touches to make it more involving, more exciting and more engine-like than ever.

Many hot EVs are entering the market such as the Abarth 500e, Volkswagen ID.3 GTX and the MG4 XPower, so can the Ioniq 5 N do enough to come out on top?

What’s new?

Hyundai’s ‘N’ performance arm has always focused on making its cars as useable and exciting as possible, so it’s much the same story here – though some firsts going on.

Not only is it the first electric Hyundai N car, but it features several driving modes to help when being used on a track. There’s a launch control function and bigger front brakes to cope with harsh track use while an N Active Sound system and N e-Shift essentially recreate the sound and feel of a traditional gearbox that you’d expect to find in a petrol-powered hot-hatch. It’s all there to make the 5 N feel as involving to drive as possible.

What’s under the bonnet?

You’ll find a larger battery pack underneath the 5 N compared with the standard Ioniq – up to 84kWh over the regular model’s 78kWh pack. However, a larger battery doesn’t mean that it comes with a longer range, with a claimed 278 miles compared to 298 for the standard car.

Courtesy of two electric motors the Ioniq 5 N produces an impressive 609bhp, while one press of the NGB button on the steering wheel unlocks a full 641 bhp for a 10-second period.

This means that 0-60mph can be dealt with in 3.5 seconds (or 3.4 with the NGB button engaged) while the N’s top speed stands at 162mph. All Ioniq 5 N’s come with four-wheel-drive as standard.

What’s it like to drive?

It may only be the third electric car I’ve ever driven, but I love this! 👌 pic.twitter.com/Ab7HQzdDVW

— Cameron Richards (@CamRichards13) May 10, 2024

Slot in behind the wheel of the Ioniq 5 N and even from the first press of the starter button, it’s easy to tell that this is like no other electric car. Even though the simulated internal combustion engine noises that are pumped through the speakers may be fake, they still add to the fun factor when you drive it – they’re quite realistic, too.

Sharp and nimble steering combines with the Ioniq 5 N’s flat cornering characteristics well and even though it’s a heavy car weighing over two tonnes, it doesn’t feel like a tank to drive. The acceleration is seemingly unending while the ‘gearshifts’ really do work – you can even ‘hit’ the rev limiter if you leave it in a certain gear.

You can customise the suspension and steering with Normal, Sport and Sport+ with the ride comfort still adequate in Normal and Sport, however its most fierce setting made the N very sharp over bumps – the steering gets quicker in Sport and Sport+ mode and you can even change the noise of the fake exhaust, too.

On the negative side, the Ioniq 5 has always been a large car and the N still suffers from the same problem, especially with its larger body kit. Feeding through narrow gaps in town and traffic is still a chore as the car is quite wide and it doesn’t inspire confidence.

How does it look?

When the standard car was launched, it had a very daring and unique look to it – which is good or bad, depending on how you look at it.

The N version carries on that eye-catching style by featuring Hyundai’s flagship Performance blue paintwork, flared wheel arches, side skirts, front bumper lip and large rear boot spoiler.

There’s a lot of carbon and gloss black trim around the front bumper and on the rear diffuser and bumper while 21-inch alloys and red accents surrounding the lower part of the car around the front lips and side skirts help complete the traditional ‘N’ look.

What’s it like inside?

Inside the Ioniq 5 N is a little different compared to the standard car with a sporty steering wheel with controls for your different drive modes, there are also N sports bucket seats which do a superb job of keeping you in place around the corners and there are aluminium pedals and blue stitching throughout the interior.

The cabin itself was very spacious and had lots of cubby holes and cup holders – we liked the decent-sized glovebox which adds to the car’s practicality. In the back, there is loads of head and legroom and the doors open very wide for easy access.

Boot space was a decent size at 480 litres with the seats up and extended to 1,540 litres with them folded down.

The only negative was that the interior quality wasn’t as good as other Hyundai products with a lot of hard plastics used throughout – which is disappointing on a car at this price point.

What’s the spec like?

There is only one specification and it comes with a load of goodies including the N Bucket seats and sporty steering wheel, 21-inch forged alloy wheels, digital key, rear electronic slip differential, Bose sound system and a 12.3-inch touchscreen.

Prices for the N start at £65,000 and rise to £66,250 depending on any accessories you may wish to add such as piano black or silver side trims and C pillar decals.

Compared to other performance EVs, the Hyundai is rather expensive compared to £47,000 for the Volkswagen ID.3 GTX and £36,000 for the MG4 XPower – making the South Korean almost double the price.

Verdict

Hyundai has proved that just because a car is electric, doesn’t mean it’s just a tool for getting around.

The Ioniq 5 N is a car tailored to driving enthusiasts and petrolheads from a new era of motoring and in many ways it makes this a groundbreaking car.

The driving experience and overall feel of the car are unique and even though it’s expensive at £65,000 it doesn’t stop the N from being the car that could break the ice between EV sceptics and full-blown car enthusiasts.

Facts at a glance

Model as tested: Hyundai Ioniq 5 N

Price as tested: £65,000

Engine: Electric motors

Power: 641bhp

Torque: 740Nm

0-60mph: 3.5 seconds

Top speed: 161mph

MPG: NA

CO2 emissions: NA

Range: 278 miles

Maximum charging speed: 350kW

By Cameron Richards

Electric SUVs are the new norm in today’s car world, so does the e-3008 break the ice or will it blend in with the rest? Cameron Richards has driven it.

What is it?

The Peugeot 3008 came onto our roads in 2009 and since then it has gone through a number of changes. Firstly, the original car had an MPV-style design with a split tailgate, while the second-generation car arrived as an out-and-out SUV when launched in 2016.For the third-generation 3008, Peugeot has decided upon a new ‘fastback’ style while introducing the electric model that we’re looking at today – the e-3008.

It will be competing in the ever-expanding electric crossover segment and go up against accomplished rivals like the Kia EV6 and Renault Scenic E-Tech. We’ve been driving it on home soil to see how it gets on.

What’s new?

The e-3008 sits on Stellantis’s STLA Medium Architecture – which was designed for electric vehicles first then was adopted by internal-combustion models.The design is new with a lot of wild creases and cuts, while the traditional ‘Lion Claw’ Peugeot front LED daytime running lights still give it the distinctive look that made the previous 3008 such a stand-out model while tying it to other models in the French firm’s range which use the same lighting.

What’s under the bonnet?

From launch, the e-3008 will be available with just one powertrain. It uses a a single electric motor that produces 207bhp while the 73kWh battery pack that it’s linked to should be good for 326 miles on a single charge.Later down the line, there will be a Long Range option that will produce 227bhp and receive a bigger battery pack of 98kWh, resulting in a claimed range of up to 435 miles from a full top-up. Peugeot will also add a more performance-focused dual-motor version later on, bringing 316bhp, a 73kWh battery pack and four-wheel-drive.

What’s it like to drive?

Up in Worcester driving the new Peugeot E-3008 today. pic.twitter.com/enzbw1NnGV

— Cameron Richards (@CamRichards13) May 8, 2024

Sitting behind the now-familiar compact steering wheel that we’ve become used to in modern Peugeots, the e-3008 relays a sporty feel. Sure, this is no performance car, but with smooth power delivery and very little road and wind noise it’s a good package. Well-judged suspension means that body roll is pleasantly controlled during cornering, while a later drive in a GT-specification model on larger 20-inch wheels appeared to do little to upset the e-3008’s decent ride quality.

Naturally, at over 2.1 tonnes the e-3008 is no lightweight and it can’t shake this bulk when you’re going through the bends. The brake pedal feels relatively long and lacking in feel, too, while rear visibility is compromised due to the small rear window. There’s also a significant blindspot as a result of the thick rear C-pillars – though all cars get a reversing camera which does help rearward visibility when you’re moving at slower speeds.

How does it look?

In the last decade we’ve seen Peugeot take a bold and brave move with their design language, and it really has paid off. The new e-3008 follows that trend of a wild exterior with lots of sharp edges and angles while the rear is just as impressive with a large gloss black rear diffuser and taillights that sweep around the entire tailgate.The side profile also consists of gloss black lower side mouldings and the wheel arches are also painted in black, too. You’ll notice that the blacked out C-pillar give off a ‘floating’ roof look and the silver accents that run alongside the pillars is a nice touch.

Compared to its competition – perhaps with the exception of the Kia EV9 – the e-3008 really does have a unique and daring look.

What’s it like inside?

Peugeot has stepped up its game with its interiors, making cabins which manage to look both unique and futuristic – the new e-3008 being no exception in this regard.There is a 21-inch display that wraps around the driver, alongside body hugging seats with a large centre console that separates the driver and front passenger. Hop into the back and you’ll find plenty of legroom, though headroom is tight due to the sloping roof line.

Large front door bins and a big centre storage box located to the passenger side of the centre console makes the e-3008 practical inside, though it’s just a shame that the fuse box takes up a lot of glovebox space as it would really boost the e-3008’s overall storage offerings.

Boot space is larger than its rivals from Kia and Renault with a 588 litre capacity with the seats up or 1,663 litres with them folded down.

However, although the cabin looks great aesthetically, it can be a case of form over function with the touch sensitive buttons not being as intuitive to use as physical ones.

What’s the spec like?

In the UK, the e-3008 is available in two trim levels. Things kick off with Allure, which starts at £45,850 and comes as standard with a reversing camera and wireless smartphone charger, whereas the GT, priced at £49,650, adds 20-inch alloy wheels, heated front seats and pixel matrix LED headlights.

Verdict

Peugeot has really moved things forward with the new e-3008. Its wild exterior and interior design makes it one of a kind while still giving an upmarket feel and comfortable driving experience.

Its impressive electric range of 326 miles and 422 miles for the upcoming Longe Range model gives it an advantage over its competitors when it comes to range anxiety and though it may not be the most exciting drive and its £45,000 starting price may be a bit steep, this new SUV will still go down well with those looking for an attractive and well equipped electric crossover.

Facts a glance

Model as tested: Peugeot e-3008 Allure 73kWh

Price as tested: £48,000

Engine: 73kWh single electric motor

Power: 210bhp

Torque: 345Nm

0-60mph: 8.6 seconds

Top speed: 105mph

MPG: NA

CO2 emissions: NA

By Cameron Richards

The UX 250h has been around since 2018 and now Lexus has decided to update it with a bigger power unit. Cameron Richards has driven it.

What is it?

The UX is one of the Lexus’ smallest models in its vehicle line-up and since the original car’s launch six years ago, it has become a common sight on our roads.

Now for 2024, Lexus has decided to discontinue the old UX 250h, replacing it with a more powerful and cleaner UX 300h which will sit alongside the UX 300e – the firm’s first and only electric model.

What’s new?

Primarily, the UX 300h looks virtually identical to the outgoing 250 model, with the bulk of the changes going on under the skin. There is also an improved E four model that brings all-wheel-drive alongside a motor generator that produces an extra 40bhp and 84Nm of torque. It also serves as a motor for the regenerative braking to help charge the battery and boost its efficiency.

A new 12.3-inch digital driver’s display, which is available on higher specifications can be fully customisable from the type of information displayed and its appearance, too, while new exterior paint finishes such as Sonic Copper and thereto make the UX stand out even further.

What’s under the bonnet?

The UX 300h features a 2.0-litre four-cylinder petrol engine that is joined with a lithium-ion battery that now produces 196bhp and does 0-60mph in 7.9 seconds or 7.7 seconds with the all-wheel-drive E four motor. Fuel economy for the former combined is 54.3 mpg, while the latter does a claimed 49.5 mpg.

CO2 emissions are low at 117g/km for the standard car, while the all-wheel-drive model produces 126g/km.

What’s it like to drive?

Out driving the @LexusUK UX 300h today. Looks great in Azure blue! pic.twitter.com/AQrIBgOIdi

— Cameron Richards (@CamRichards13) May 17, 2024

When you drive the UX 300h it’s a typical Lexus, in the fact that it’s effortless to drive, while being smooth, quiet and comfortable. The handling is good with the car feeling planted around the corners, and the steering is nicely weighted too.

Our test car also managed an impressive 58.3mpg on a mixture of A roads and dual carriageways. Driving in EV mode makes the whole experience even more relaxing; speeds lower than 30mph can allow the car to purely run in electric mode to help boost economy and reduce emissions.

Sport mode makes the acceleration sharper and the steering slightly heavier, but it appears that Normal mode was the best blend of the two.

We also had a quick drive in the all-wheel-drive model, but struggled to notice any difference in the way the UX300h drove. That model also came with Sport+ and Custom driving modes, but again, Normal mode still gave the best of both worlds when it came to driving enjoyment and comfort.

However, when you put your foot down, the groan from the CVT gearbox is quite noisy and rear visibility is on the small side due to its sloping rear window. Furthermore, general visibility is not great due to all the thick pillars obscuring your view when reversing or pulling out at junctions.

What’s it like inside?

Lexus has always been a byword for quality and durability and the UX 300h is a lovely thing to sit in. The cabin materials are of high quality and the design of the dash, although simple, everything was logically laid out and you still have physical buttons on the steering wheel and for your climate control.

There are large door bins that can fit generously sized bottles of water, a big centre console compartment and decent-sized glove box.

The space in the back is good with an ample amount of headroom, and decent legroom, however, boot space is fairly small measuring at just 320 litres with the seats up and 1,231 litres with them down. In comparison, rivals from Germany such as the BMW X1 have 540 litres with all seats in place and extend to 1,600 litres with them folded flat.

What’s the spec like?

In terms of value for money, Lexus has always been on the generous side with standard equipment and the UX 300h does follow down that path.

The base model Urban starts from £34,895 and features 17-inch alloy wheels, a reversing camera and an eight-inch touchscreen. The Premium starts from £36,895 and offers heated front seats and steering wheel and keyless entry and start.

Our test car was the predicted best-seller, the F Sport Design, starting from £37,495 and gaining a striking F Sport exterior and interior detailing and rear privacy glass.

The F Sport Design Tech, starting from £39,395, boasts a power tailgate and the digital 12.3-inch driver’s display.

There are several trim levels to choose from in total, but flagship F Sport Takumi comes in at £50,995 and adds LED headlights with adaptive beams, head-up display and a sunroof. At this price point, the UX starts to feel quite expensive.

For an extra £1,300, the Premium Plus, F Sport, Takumi and F Sport Takumi models are available with all-wheel-drive.

Verdict

The improved UX from Lexus has made this small crossover an even more tempting proposition. It’s got more power while maintaining an engaging drive and offering the chance of great fuel savings.

Rivals from Europe are still more practical in areas, but they don’t hold the same quality or durability as the Lexus and with plenty of trim levels to choose from, there is no shortage of options when it comes to specifications.

The UX 300h should certainly be on your shopping list if you’re looking for a compact crossover that delivers impressive driving credentials with low running costs.

Facts at a glance

Model as tested: Lexus UX 300h F Sport Design

Price as tested: £37,495

Engine: 2.0-litre petrol hybrid

Power: 196bhp

Top speed: 110mph

Torque: 190Nm

0-60mph: 7.9 seconds

MPG: 58.3 

CO2 emissions: 117g/km

By Cameron Richards

What is it?

Think of Triumph and you’ll probably imagine some large-engined monster charging through the streets or heading into an off-road adventure. However, bigger engines aren’t always the easiest to get along with – particularly for new riders – and they cost more to insure, repair and fuel. That’s where this motorcycle comes in – the new Scrambler 400X.

It draws its design cues from Triumph’s Scrambler range but instead of a 900 or 1,200cc engine, it adopts a far smaller single-cylinder petrol which should, in theory, make it a cheaper-to-run option than the rest of this British firm’s range. We’ve been out on the 400X to see what it’s like.

What’s new?

Naturally, the bulk of what this motorcycle is about is that engine. However, it’s still got the same ‘Modern Classic’ feel that you’ll find in some of Triumph’s other models while it aims to still bring the excellent attention to detail that you’d expect from this brand. At £5,595, it also represents a considerable saving over other Scramblers, but does put it directly in the focus of other single-cylinder bikes which have risen to popularity in recent years, namely those from Royal Enfield.

It’s also worth noting that while we’re looking at the Scrambler 400X, which has a more off-road focus, there is also a road-going version called the Speed 400. It’s a naming structure which reflects what we’ve come to know from the rest of Triumph’s line-up of motorcycles. At £4,495, the Speed 400 is slightly cheaper than this Scrambler version, too.

What’s it powered by?

At the core of the Scrambler 400X is a liquid-cooled, four-valve single-cylinder engine. At 398cc it’s definitely not the largest engine out there, but it still produces a decent 39.5bhp and 37.5Nm of torque, powered through a six-speed gearbox. An added benefit of this small engine is an impressively low weight overall – the whole bike, inclusive of fluids, comes in at just 179kg. Triumph also claims that you should get up to 80.7mpg combined, so trips to the petrol station should be few and far between.

It’s also got a few tweaks and changes over the standard Speed 400. It’s got more suspension travel, for one, while a longer wheelbase and a 19-inch front wheel aim to make this Scrambler as agile off-road as can be. You’ll find Metzeler Karoo tyres, too, which are dual-purpose rubber so while they do look quite chunky, they’ll still perform well enough when you’re on tarmac too.

What’s it like to ride?

From a distance, you could be fooled into thinking that the Scrambler 400X was one of Triumph’s larger-engined models. However, once you’re sitting on the bike you’re met with a very approachable seat height. This rider is just under six feet and it was easy to get both feet down when you’re parked. Set off and the side exhaust provides a characterful and rasping soundtrack, which ends up sounding a little like Scramblers of old.

The relatively short gearing means that at slower speeds the Scrambler 400X feels urgent and keen to get up to speed, though a downside of this setup is that it does struggle at motorway paces, where it starts to feel a bit vibration-heavy. It’s definitely more of a country-lanes blaster than a true long-distance cruiser, that’s for sure. The gearshift also feels every-so-slightly less precise than in Triumph’s larger-engined models.

How does it look?

Triumph has thrown all of its styling prowess at the Scrambler 400X and we’d say that the endeavour has been successful. The gold suspension elements, painted black frame and contrast brown seat all look superb when combined, while the classic green shade applied to our test bike really leant into the old-school aesthetic. There are two other colours to choose from, however, with both red and black setups there if you fancy a slight change to the green.

There’s plenty of scope for customisation with Triumph’s range of accessories, too, including LED bullet indicators, a quilted seat and even a full range of luggage. A windscreen can also help to take some of the edge away from the wind blast, too, which is something that does affect the rider when you’re on the Scrambler 400X at higher speeds.

What’s the spec like?

Overall, the Scrambler 400X is about on the money for the market. The Husqvarna Svartpilen 701, for example, is priced from £7,999, while the KTM Duke 390 arrives at £5,699. Even Royal Enfield’s Scram 411 tips the scales at £4,894. Compared with those three bikes the Triumph does display great attention to detail, with lots of the great styling features that have come to define Triumph motorcycles.

It’s good to have the Speed 400 as a lower-cost option, too, if you’re still after that single-cylinder Triumph experience but want something that’ll come in at a more budget-friendly price. Triumph’s range of accessories isn’t too expensive, either, with the comfort-boosting screen, for example, coming in at a very acceptable £68 alongside a £38 fitting kit.

Verdict

It could’ve been quite easy for Triumph to lose its way in trying to filter down some of the charisma of its larger-engined bikes into a smaller, lighter model. However, the Scrambler 400X feels like a true Triumph, with the same excellent build quality and attention to detail that you’d want from this manufacturer.

While this definitely isn’t the bike for long-distance cruising, the Scrambler 400X’s user-friendly nature and buzzy, exciting engine make this into a motorcycle that’ll make those shorter blasts a real hoot.

The new CLE53 now has a smaller engine – but does that mean it’s now just a fast Mercedes rather than an AMG model? Cameron Richards finds out.

What is it?

The CLE53 AMG Coupe is the flagship model in the CLE line-up. It’s competing directly with German performance coupes such as the BMW M440i and Audi S5. Previous AMG models had a very visceral feeling to them with their raw exhaust tone, stiff ride and swollen wheel arches – and this new model, on the surface, continues that trend.

The CLE53 is the car which comes underneath the upcoming CLE63, but as we’ve come to expect from anything with an AMG badge, we’re sure that this cooker model has still been designed to offer a decent level of performance. 

What’s new?

The CLE53 has a 3.0-litre engine and mild-hybrid technology and comes with a fully variable four-wheel-drive system, adaptive suspension, and a torque converter transmission alongside a ride height which is 58mm lower at the front and 75mm lower at the rear compared with the standard CLE. 

The design with a more curvaceous, wider stance and more bulbous front end than the previous generation of C Class Coupe. 

The interior is new, with fewer buttons and a large infotainment display where the driver can check out key information for the car. Driving modes, the satellite navigation system, heater and ventilation controls and Bluetooth are all used within the touchscreen.

What’s under the bonnet?

Under that snarling bonnet is a 3.0-litre six-cylinder turbocharged engine that produces 455bhp and can achieve a 0-60mph of 3.8 seconds. It gives out 560Nm of torque or when on overboost it boasts 600Nm – and has an electronically limited top speed of 155mph.

While AMG may be best known for its snarling V8s, Mercedes’ commitment to a greener future means that the new CLE has a smaller turbocharged engine with mild-hybrid technology. The car cuts into electric mode when coasting at slower speeds, too.

What’s it like to drive?

Also got to take the CLE53 AMG Coupe out, too. pic.twitter.com/NFmvO7vmEJ

— Cameron Richards (@CamRichards13) April 17, 2024

When you get behind the wheel, you know that the CLE53 means business. The optional body-hugging sports seats and fat flat-bottomed steering wheel give you an indication that it’s a car with sporting intent.  Initially, you notice how quiet the new car is at slow speeds, with driving around town a breeze thanks to light steering and a sedate exhaust note. 

Our test car had the AMG Dynamic Plus Package which included different driving modes such as Individual, Comfort, Sport, Sport+ and Race.

Put it into Race mode and the CLE becomes a different animal as the throttle response sharpens up, the suspension gets noticeably firmer and the exhaust valve opens up. However, we found the best blend of excitement and comfort was in Sport+ mode as everything felt just right. The throttle had a good response, the ride wasn’t too firm and the power was there as and when you need it. 

When pushed, the CLE53 corners flat and level and it changes direction very quickly, it’s just a shame that the steering still lacks communication between the driver and the front wheels. There is also a fake exhaust crackle which sounds cheap and the A pillars are quite thick which creates a big blind spot when pulling out of junctions.

How does it look?

Coupes are all about looks, and the CLE is no exception. Compared to its competitors, the CLE looks the most complete with its flared wheel arches, quad exhausts, rear diffuser and bonnet scoops making the whole car look purposeful and fast even when it’s standing still. 

With the optional Graphite grey Magno paint finish, ‘our’ test car stood out from all angles. But one part that looked particularly aggressive was the rear end while a wide and bulbous stance made the car look planted.

What’s it like inside?

AMG products have always had driver-focused interiors and the CLE53 is no different. It’s awash with leather and Alcantara, and our test car had carbon fibre dash inserts which made the cabin feel even more special.

The steering wheel is pleasantly finished but other than that, it’s typical CLE with soft-touch plastics, piano black trim and silver inserts scattered all over.

Hop into the rear and there is sufficient leg and headroom for a coupe, plus the boot space is generous at 420 litres of space – but lags behind its rivals with the M440i having 440 litres and the S5 with 465 litres.

What’s the spec like?

Here in the UK, we are getting two versions of the CLE53 and that is the AMG Premium and AMG Night Edition Premium Plus.

Our test car – priced at and came in at £78,825 – was the equivalent of the Night Edition AMG Premium Plus and came with 20-inch AMG alloy wheels, Graphite grey Magno paint and an Alcantara and leather sports steering wheel.

The optional £7,500 Pro Performance Package gives you red brake calipers, electrically adjustable Alcantara and leather AMG performance seats and our test car also had the AMG Dynamic Plus Package with its various driving modes.

Verdict

In a world of EVs, it’s a breath of fresh air to drive something as exciting as the CLE53 AMG Coupe.

Though the ride can be a touch too firm in Race Mode, in Comfort it brings the quiet, refined and sophisticated nature that we’d expect from an AMG.

The handling is still a little on the vague side and the exhaust noise isn’t as raw as some of the firm’s older V8s, but the power delivery is still smooth and it does have usable back seats and a decent-sized boot.

The CLE53 AMG Coupe is a great car for those seeking driving thrills, and though the somewhat monotone engine note and sluggish paddle shifts mean it is not quite as engaging as it could be, it’s still a great all-rounder.

 

Facts at a glance

 

Model as tested: Mercedes CLE53 AMG Night Edition Premium Plus

 

Price as tested: £78,825 

 

Engine: 3.0-litre six-cylinder inline turbocharged 

 

Power: 455bhp

 

Torque: 560 to 600 Nm

 

Max speed: 155mph (limited)

 

0-60mph: 3.8 seconds

 

MPG: 24.2 mpg

 

Emissions: 220g/km

 

By Cameron Richards

Previous iterations gained a solid reputation for delivering cheap thrills with very few bills. Cameron Richards put the latest model to the test.

What is it?

The Suzuki Swift has become a very popular and likeable supermini among British buyers – and it’s easy to see why. A stylish and cheeky exterior design, matched with some of the best-in-class driving dynamics – with the added benefits of affordable and low running costs.

While some superminis like the Toyota Yaris and new MG3 have gone full hybrid only, the Swift comes only with mild-hybrid power with the choice of manual or automatic transmissions.

What’s new?

This sixth-generation car is all new. The body is fresh as well as the interior, and keeping up with most modern superminis, the Swift, like the model it replaces, will be only available in a five-door bodystyle

Since the third-generation Swift was released back in 2005, the Japanese hatchback has always kept its design relatively unchanged and that’s no bad thing – giving it a recognisable identity.

The rear exterior door handles are no longer hidden away and are now integrated into the body of the car while the front has a lower and more rounded appearance.

What’s under the bonnet?

It’s simple. There is only one engine on offer and it’s a new 1.2-litre three-cylinder petrol engine that produces 81bhp and 112Nm of torque. It comes as standard with a five-speed manual gearbox or for an extra £1,250 you can have the Swift with a CVT automatic transmission.

It replaces the old 1.2-litre four-cylinder unit and comes with a 12V mild-hybrid system to help boost its efficiency and economy.

With fewer cylinders and advanced electrified power, the Swift now can reach a claimed 64.2mpg and boasts CO2 emissions as low as 99g/km.

What’s it like to drive?

Up in Tewkesbury driving the new Suzuki Swift — looking forward to see how it drives. pic.twitter.com/dM0uM3vC1e

— Cameron Richards (@CamRichards13) April 26, 2024

The Swift has still kept what the previous generations had and that is its sense of fun. The steering is precise and direct and the car goes around corners admirably with very little body roll.

The gearbox is nice and accurate and there is more sound insulation which results in a lot less wind and tyre noise when on the move.

When it comes to the ride, things are composed and smooth but a little fidgety when the roads become a little bumpier, but nothing too uncomfortable while the exhaust tone has a characterful thrum, making it a lively and energetic car to drive.

With a mixture of town and B road driving our test car managed 57.4mpg, not quite the 64mpg Suzuki claims, though not far off.

How does it look?

The new Swift is more rounded than its predecessor and while its design might be new, this latest car is still easily identifiable as a Suzuki Swift with its black painted A-pillars and tall side profile – while the floating roof design remains the same as the outgoing model.

The front is where the new car looks noticeably different with large headlights and a clamshell wrap-around bonnet – while the front grille is more rounded with the lower valance has a more ellipsoid shape.

While appearances can be subjective, in our view the looks don’t catch the eye quite as well as previous generations. Though it’s still a good-looking supermini, the Swift’s design may not be to everyone’s liking.

What’s it like inside?

Suzukis have always had very well-made yet budget-focused interiors and while the new Swift does feel like it won’t break, the materials used still aren’t quite as plush compared to its German rivals – though those are considerably more expensive.

Everything is logically laid out and Suzuki is still using physical buttons for the climate control making it a lot more user-friendly and easier to navigate than the Swift’s contemporaries.

Rear leg and headroom were good with an ample amount of knee room, too, though the boot space isn’t the biggest at 265 litres with the seats in places though you can expand that to 980 litres with them folded down – marginally smaller than the Volkswagen Polo’s boot capacity at 351 litres and 1,125 litres respectively.

The rear seats also don’t fold flat which can make loading longer items to the back trickier. However, the load lip is lower than on the old Swift, which does aid accessibility.

What’s the spec like?

The spec is simple, with the new Swift only available in two different guises. It’s also very well equipped from the off with the entry-level Motion coming with 16-inch alloy wheels, LED headlamps, rear view camera, sat-nav, rear parking sensors and adaptive cruise control.

Our test car was the top-spec Ultra that boasts automatic climate control, electric folding door mirrors and polished alloy wheels.

Prices start at £18,699 for the basic Motion model, which is £1,100 cheaper than the most basic Polo – while the Ultra is priced at £21,049 which undercuts the cheapest Yaris hybrid by more than £1,600.

Verdict

It’s refreshing to see Suzuki launching a new Swift in a sector that has been cut back due to the rise and popularity of SUVs.

Superminis have been hit hard recently with many car manufacturers deeming them too costly to switch to electric power, but the Swift demonstrates that mild-hybrid technology and fun driving characteristics can still be achieved – with an attractive price tag.

The Swift is still a great choice for those wanting a highly specced and engaging supermini without the higher running costs or the need to move to an EV – and with prices undercutting its rivals by over £1,000, the Swift is certain to make a big impression among British buyers.

Facts at a glance

Model as tested: Suzuki Swift 1.2 Mild Hybrid Ultra petrol

Price as tested: £21,049

Engine: 1.2-litre three-cylinder mild hybrid petrol

Power: 81bhp

Torque: 112Nm

0-60mph: 12.3 seconds

Top speed: 103mph

MPG: 64.2

CO2 Emissions: 99g/km

 

By Cameron Richards

The old C-Class and CLK Cabriolets were a byword for comfort, hi-tech and luxury open-top cruising – can the new topless CLE keep up that reputation?

What is it?

The CLE replaces the C-Class coupe and now Mercedes has decided to chop the roof off it to make it attractive to those who want the wind in the hair experience. Essentially a successor to the old C-Class Cabriolet, the CLE Cabriolet is directly competing with the convertible versions of the BMW 4-Series and Audi A5.

Designed to offer four-seater luxury with the ability to travel longer distances, the CLE Cabriolet has been created by Mercedes to be refined, comfortable and above all, engaging to drive. That’s the intention, anyway, which is why we’ve headed to sunny Tenerife to see what it’s all about.

What’s new?

The Cabriolet version of the CLE, like the coupe model, has a new exterior design with a more curved and swooping body compared with the C-Class models it replaces, while a longer wheelbase – with an extra 164mm over its predecessor – aims to make the interior more spacious for everyone aboard.

The fabric hood has been designed to stand up to the very harshest of weather. This is down to an insulated multi-layered soft top, which can be operated at speeds of up to 37mph and takes 20 seconds to be lowered and raised. Plus, a new and improved ‘AirCap’ system located in the top frame of the windscreen allows the air to flow over the car at greater height to reduce drag and wind noise.

What’s under the bonnet?

A range of engines are on offer for the CLE Cabriolet including two 2.0-litre in-line four cylinders in the CLE200 and CLE300. A 2.0-litre diesel, meanwhile, is found on the CLE220 D and the top-of-the-line CLE450 comes with a 3.0-litre in-line six petrol.

Mild-hybrid technology comes as standard on all versions to help improve efficiency, economy and CO2 emissions.

Our test car was the CLE300 which came with a 2.0-litre in-line four-cylinder that produces 261bhp and 400Nm of torque – with emissions and fuel economy figures of 167g/km of CO2 and 38.2mpg. Mercedes quotes a 0-60mph time of 4.5 seconds, too.

What’s it like to drive?

Got back from my first new car launch in Tenerife yesterday with the Mercedes CLE Cabriolet. The perfect weather to test a convertible I’d say ☀️🕶️ pic.twitter.com/nFjTH99Gtd

— Cameron Richards (@CamRichards13) April 17, 2024

We drove the predicted best-seller, which was the CLE300 and although the power is plentiful, it’s let down by a hesitant automatic gearbox and steering that lacks feel. That said, standard-fit four-wheel-drive helped inspire confidence in the bends and will certainly be a welcome attribute back in the wet and wild UK.

However, there is no denying that the CLE is a heavy car – weighing in at 1,985kg. So on a twisty road, it feels a little bit out of its comfort zone, with the car wallowing when exiting a corner. Thankfully, the CLE fits the role of the comfortable cruiser well with the suspension doing a great job of absorbing any lumps and bumps in the road. Combine that with an engine which is quiet and sedate at speed and you have a drop-top which feels well-suited to sweeping bends in the sun.

How does it look?

To our eyes at least, the CLE Cabriolet is a very elegant and svelte-looking car with lots of free-flowing lines. Although similar to the coupe version, the CLE will definitely go down well for those who want to pose on the city streets.

The design of the CLE is nothing out of the ordinary with other Mercedes aesthetics and that’s no bad thing as it keeps the firm’s traditional image of class and luxury all rolled into one.

The new design makes the new car more modern and the rear tail lights that merge into the rear hatch area are a nice touch. It’s just a shame that Mercedes still designs fake-looking exhaust tailpipe exits at the rear which makes the car look cheap.

What’s it like inside?

Inside the CLE there are plenty of good points, with soft plastics used throughout and the infotainment screen was clear and easy to use. It can even be angled towards the driver further when in direct sunlight.

The space in the back was good with an ample amount of legroom and headroom wasn’t too bad with the roof up while boot space was also impressive at 385 litres – which is the same as the BMW 4-Series and five litres more than the Audi A5.

One good point to make is the climate control settings are always present on the infotainment display. They may not have the mechanical feel of direct buttons, but it’s an improvement instead of burying them into the infotainment display and ensures that you can quickly and easily adjust the temperature inside the car. Furthermore, other standard features of the new CLE feature Mercedes’ AirScarf allowing warm air to blow onto the necks of the passengers to keep them warm in colder months.

What’s the spec like?

The CLE Cabriolet is available in four different flavours for British buyers with the entry-level AMG Line starting at £53,030 and rising to £61,280 for the Premier Edition.

The car we drove was the equivalent of the UK specced AMG Line Premium which starts at £58,780.

As standard it features ambient lighting, rain-sensing windscreen wipers, keyless entry and start, heated and ventilated front seats, 20-inch alloy wheels, a sports steering wheel with Nappa leather and blind spot monitoring.

Verdict

The CLE Cabriolet was not designed to be a B road basher or a track day toy for the driving enthusiast. Instead, it’s been set up to be a relaxing cruiser for those sunny road trips down to the south of France. It also has usable back seats and a bigger boot than the Audi A5 cabriolet making it practical and a genuine four-seater.

Also, thanks to standard mild-hybrid technology, the CLE Cabriolet will be a lot cheaper to run than the old C-Class Cabriolet.

Although it’s not revolutionary, the drop-top version of the CLE is still a great choice for those wanting a usable yet premium four-seater cabriolet with that three-pointed star pedigree.

 

Facts at a glance

 

Model as tested: CLE300 4Matic

 

Price as tested: £58,750

 

Engine: 3.0-litre in-line six-cylinder

 

Power: 261bhp

 

Torque: 400 Nm

 

Max speed: 155mph

 

0-60mph: 4.5 seconds

 

MPG: mpg: 38.2 mpg

 

Emissions: 167g/km

 

By Cameron Richards

What is it?

There’s been an increased demand for retro-inspired bikes of late. It’s something that can be seen across the motorcycling world, with more manufacturers dipping their toes into the world of yesteryear designs but with modern-day touches. Honda is no different, too, and while it may be well known for its cutting-edge street and adventure bikes, this model – the CL500 – is designed for people who want to make a more stylish entrance.

Lightweight and angled towards urban driving but with dynamics which could allow it to head off-road when required, the CL500 could be a motorcycle to match all occasions. We’ve been aboard to see what it’s like.

What’s new?

While the exterior does take inspiration from Honda’s CL models from the 1960s, the underneath of the CL500 is firmly rooted in the present. You get 19-inch front and 17-inch rear tyres for nippy, eager handling while the block-pattern tyres suggest it could handle a little bit of light off-roading. There’s LED lighting across the board, too, ensuring that this compact bike stays visible while Emergency Stop Signal technology automatically activates the rear indicators as hazard lights under heavy braking.

There are loads of neat touches dotted across the bike, too, from the tank pads and the upswept handlebars which maintain that feeling of retro cool. A 790mm seat height means that it’s not too tricky to get on board either, meaning that this could be a good option for newer riders as well.

What’s it powered by?

You’ll find a 471cc liquid-cooled four-stroke two-cylinder engine powering the CL500, which develops 46bhp and 43.4Nm of torque. It’s linked to a six-speed manual gearbox, too, and when you combine a 12-litre fuel tank with a claimed fuel consumption figure of just over 65mpg, it means that the CL500 could deliver 186 miles from a full top-up.

There are 41mm telescopic forks while a twin, spring preload adjustable rear shock takes care of the rest of the suspension. In terms of braking, there’s a two-piston front brake caliper with a 310mm disc alongside a single-piston rear caliper on a 240mm disc. Honda says that the CL500’s ABS system has been optimised to be used on dirt tracks as well as tarmac, too.

What’s it like to ride?

Climb onto the CL500 and you’re met by a very user-friendly cockpit setup. It isn’t overly adorned with features or buttons, just everything you need in a clear, precise layout. Even the LCD screen is minimal in design, though it does have all of the information you’d want. Quite oddly the CL500 has its ignition on the side of the bike – which does tie into the old-school feel – with the steering lock key barrel on the same side.

Up and running there’s a wonderful characterful burble from the high-exit exhaust and while no one would see this bike as overly powerful, it’s got enough power to keep things interesting. The gearshift is light and simple to get along with, too, though the clutch is relatively sharp and does take some getting used to. At speed, there’s a fair amount of wind blast from the unprotected front end and though the smaller wheels do promote agility around town, when you’re on the motorway they do make the CL500 feel a touch nervous.

How does it look?

There’s no hiding the CL500’s retro roots, but it’s far from a case of style over substance. Everything appears well-finished and well put together, with pleasant materials. All bikes come in one of four colour choices – orange, green, blue or black – and these go alongside a black frame which helps to make this bike stand out. ‘Our’ test bike came in the particularly striking ‘Candy Energy Orange’ which felt like it tied in with the retro theme nicely.

Customisation is a big part of the CL500 experience, too. That’s why this model is available with a wide range of accessories to tailor it to your requirements, ranging from heated grips to a 38-litre top box for extra storage. Our test bike came with a front fender and knuckle guards – both in contrast white – which gave the CL500 more of an adventure-ready appearance.

What’s the spec like?

Prices for the CL500 start from £6,149, making this a well-priced bike – particularly considering it has a relatively large engine. All four colours are available for no extra cost, too, while all versions get the aforementioned LCD dash and an under seat helmet holder. It’s certainly not pushing into the upper echelons of motorbike pricing and makes this good-looking bike more accessible to more riders. The CL500 can also be made to suit A2 licence holders for those who aren’t yet holding their full motorcycle licence.

It’s good to have such a variety of accessories available for this bike, too, as it means that you’re better able to tailor it to a variety of needs and riding styles.

Verdict

The CL500 brings its retro style without forsaking usability. While it’s not the fastest bike there, its lightness and agility makes a whole lot of fun to ride and just as exciting to pilot out on twisty lanes as it is around town.

It isn’t the most suited to long-distance motorway journeys or outright adventure riding, but for everything else in between the CL500 makes a great deal of sense and all at a very attractive price point.

What is it?

The world of custom motorcycles is even busier than ever. People love to make their bikes look more individual and that’s not just restricted to classic motorcycles – people are modifying brand-new bikes too.

Royal Enfield is a brand fully aware of this. It’s why it has launched its latest motorcycle – the Shotgun 650, as we’re looking at here – with one eye on the riders who will want to change it up straight after delivery. But as well as customisation, what else can this brand new motorcycle offer? We’ve been finding out.

What’s new?

Royal Enfield has put the tried-and-tested chassis that you’ll find being used in bikes like the Interceptor and Super Meteor to work in the Shotgun 650, but there’s a more concerted effort to make this bike as sharp to ride as possible while still delivering a comfortable ride that’ll allow it to cruise when you need to.

The Showa forks are a good indication of this, but as well as this Enfield has finessing the build quality of the Shotgun. It’s why the powder-coated black frame both looks and feels well-finished, while a variety of enamel-covered components push it far more upmarket than other Enfields. All this comes at a very budget-friendly price of £6,899. It’s far more than we’ve seen other models from the brand priced at, but still puts the Shotgun squarely in the cheaper end of the segment.

What’s it powered by?

As with the Super Meteor and Interceptor, the Shotgun comes with a 648cc, air-oil cooled parallel twin engine with 46bhp and 52.3Nm of torque. As with those other two bikes, this engine performs admirably in the Shotgun with pleasantly smooth delivery and plenty of torque-low down which allows you to make good progress without having to shift through the six-speed gearbox too much.

Emissions of just 99g/km make the Shotgun very clean-running while Royal Enfield’s claimed fuel economy of 62mpg means you shouldn’t have to fill up too often. With fluids on board the Shotgun’s weight tips to 240kg which does make it a fair bit heavier than other comparable models.

What’s it like to ride?

The Shotgun has the look and feel of a proper cruiser, with its mid-mounted footpegs encouraging a more relaxing riding position. However, it’s far sharper to ride than its design lets on with good levels of grip throughout the bend and sharp, nimble handling that makes it feel alert and ready to go.

Naturally, with 46bhp the Shotgun isn’t the quickest out of the blocks, but it’s got more than enough grunt to keep things interesting. There’s decent shove from a dead stop, while the engine’s smooth delivery means that the whole bike feels settled. It’s decent enough at motorway speeds, too, though the lack of any front wind protection means it’s pretty blustery – but the same can be said of any bike with this design.

How does it look?

The Shotgun appears different from every angle. At the front, it’s got a more classical appearance with the large round light and teardrop-shape tank combining to create a look which is similar to other Enfields. However, it’s towards the rear of the bike where things really change. The pillion seat – which allows you to carry a passenger – can be removed and underneath, the rear frame section can also be taken away for a cleaner look. The rear mudguard is a little ugly in our eyes, but we’re sure that this would be easily swapped out or removed entirely.

In fact, it’s this option which ties into the customisable nature of the Shotgun. It’s a bike which has been revealed at London’s famous Bike Shed – a home of tweaked and custom bikes – and this definitely reflects the Shotgun’s design. That said, if you still want to keep things standard, there are a number of colours to choose from if you fancy changing the look of the bike without breaking out the spanners.

What’s the spec like?

At just under £7,000, the Shotgun does represent good value for money and is only a few hundred pounds more than the Interceptor 650. Though the two share the same engine, the Shotgun feels tighter to ride and more comfortable thanks to that aforementioned mid-mounted foot peg position.

Each new Royal Enfield model continues to improve in terms of quality, with much of the Shotgun’s switchgear feeling of good quality. The indicator controls do feel a little plasticky, mind you, but the main dial is clear and easy to read with a compact LCD screen showing fuel and trip information. There’s also a compact screen for the bike’s navigation, which connects to your phone via Bluetooth and relays turn-by-turn instructions via your smartphone’s mapping system.

Verdict

The Royal Enfield Shotgun 650 has a series of talents. For one, it’s able to cruise along with little complaint and feels refined enough for those longer days in the saddle. However, clever tweaks to the chassis and ride ensure that it’s still great fun when things get twisty, while the engine has just enough power to keep things interesting – though it’d be nice if the exhaust were a little more characterful.

Enfield’s continually improving build quality shines at the forefront of the Shotgun, too, and given its great pricing, this is a motorcycle which feels like it could prove ideal for many types of riders.