Web sites we like: The Getaway Driver

Searching the internet for classic car hire companies (as you do) I came across the site for The Getaway Driver, a company that does classic car hire and overnight breaks.

To me it looks like a well-designed site, the front page is classy and it is easy to navigate. Combined with sections named Getaway Cars, Escape Routes and Hideouts (for vehicles, rout plans and accommodation) it looks slick and stylish.

I like the concept of being able to spend anything from a day upwards on a driving holiday especially if you can organise the car and hotel in one go. A few years ago I did my own, budget version with a hired MGB and based from home – it was great fun and it is an experience I’d love to repeat but with a more upmarket car and maybe an overnight break somewhere.

You can also do a day with an ex-police driver or join one of the driving tours.

Of course I have to make it clear that I’ve not used this company and I have no connection with them, I just like the web site. Check it out here.

Picture of the day: A pair of E-types

From Fourwheelsteer: Motoring Writer

The Jaguar E-type is not short of photogenic details, the tail lamps on the Series 1 were particularly lovely. I also love the way the rain drops have gathered on the curves of this car, which belongs to the Jaguar Heritage Trust. If I were trying again I'd attempt to get the tail lamp more horizontal in the frame.

Busy Times

Quite a lot has been happening over the last couple of weeks.

Last weekend I was looking at cars with a view to buying one. Runner up in the process was a magnificent 1996 Lexus LS400. Painted very dark green with the slightly tacky option of gold badges the LS was in many ways superb. Smooth, quiet, comfortable you can see how Lexus came from nowhere to become a genuine contender alongside Audi, BMW, Jaguar and Mercedes. For me, however, there was a sense that something with more driver involvement would be better. That said, I may go after another LS400 next time I buy a car. As for what I’ve chosen this time, you’ll have to wait and see.

This week I was able to catch up on my quota of new cars for the year. It also allowed me to drive not one but three cars I’ve admired since my childhood. Simply remembering what was what could take a while so bear with me.

Yesterday I finally got round to changing the oil in my bike. Having done oil changes on cars there didn’t seem to be anything to fear by doing the same on the bike. Clearance to remove the drain bolt with my drip tray in place was lacking until I removed the lower side body panel. There is nothing quite like taking your bike apart to appreciate how well it was put together. In particular I was impressed by the design of the captive nuts that should never work loose. Even more impressively, everything went back together as easily as it had come apart and there is now fresh oil inside the engine, good for another couple of thousand miles of riding.

Finally, today I’m off to see some drag racing at Santa Pod. It has been a while since my last taste of quarter mile action and I’m looking forward to it. Pictures will follow, no doubt.

Spotted: Modified Alfa Romeo 145

From Fourwheelsteer: Motoring Writer

What do you do if you’ve got an Alfa 145, some alloy wheels, a tin of gold paint and some Abarth badges? Apparently you apply the alloys, paint and badges to the car and the result can be seen above.

Strangely it doesn’t look as shocking in the photo as it did in the metal. You don’t see many Alfa 145s and the shape has worn petty well. In fact it probably fits into the modern landscape of tall hatchbacks better than it did when the model was introduced.

What puzzled me was replacing the Alfa Romeo badges with Abarth badges. I’ve never understood putting badges on a car to pretend it is something it isn’t.

New bike on the block

Having decided that the Honda CBR 125R was the bike for me I summoned all my courage (and cash) and did the deal. With over 1,000 miles riding behind me I am confident it was the correct decision.

Getting to know the bike has been great fun. For one thing it seems to have greater reserves of cornering power than I have skill or bravery to go looking for its limits. That’s in the dry, anyway, and I’ve so far avoided any seriously wet weather. It also depends on the tyres being correctly inflated – I had a nasty shock at the end of a long journey where the pressure dropped by about 10psi. Nothing bad happened but it was enough to seriously impair my confidence.

That incident happened on the return leg of an epic trip to Manchester. Travelling by a very scenic route the outward journey took five hours and the (slightly) more direct return trip lasted four. It wasn’t the fastest or most comfortable way to do the journey but it did have a sense of adventure. It also proved that the saddle and riding position were perfectly comfortable for hours at a time.

Just one thing stops the CBR from being perfect; the gearbox contains some rather odd ratios. First and second seem very low, with an uncomfortable jump to third. Third, fourth and fifth are about perfect but sixth is way too high. The slightest gradient or headwind will see speed slipping away, and on a small-engined bike that’s something you can ill afford.

It seems like an odd choice, a sporty 125cc bike is unlikely to be pressed into regular long-distance service. Even on my epic adventure I think I only used sixth once or twice, although as the engine has loosened up the high gear has become slightly more useful. Even so, the bike would be even better with slightly lower overall gearing with even closer ratios.

The engine thrives on revs. Having got to know it you wouldn’t describe it as peaky but there is a clear increase in power above 7,000rpm and then it pulls all the way round to the 11,000rpm redline. The delivery doesn’t even seem to tail off when you hit the red paint although my mechanical sympathy kicks in before the rev limiter. As I’ve already mentioned, the engine definitely pulls more strongly at 1,500 miles than it did at 500 and I wonder how much more power could be liberated from this motor if the law didn’t stipulate a maximum power limit for learner riders.

Of course the quest for more power is easily satisfied once I get my full licence by moving to a bigger bike. I’m looking forward to the day when I can make that move but I know I will always remember this little Honda with great affection.

Trying bikes

Recently I arranged test rides of a couple of motor bikes with a view to buying one. My main purpose was to try a Honda CBR 125R but also provided the opportunity to acquire some experience of the Yamaha YBR125.

The Yamaha felt very familiar; the upright riding position and comfortable, squashy seat are very similar to the Honda CG125. Modern injection and engine management meant no messing about with chokes and a fuss-free power delivery. The presence of a tachometer made it easy to judge how much power to use in slow riding. It wasn’t terribly exciting but would make a nice little workhorse of a bike.

The Honda CBR was more like a racehorse, with its sporty riding position and appearance. True there isn’t much performance since, like all learner legal bikes, it is limited to 15bhp but it has a feeling of delicacy and precision. All the controls have a lightness and positivity of operation, particularly the featherweight clutch and disk brakes. The handling and ride are about the best I have encountered (in my limited experience). My only complaint was that the riding position felt less comfortable than I expected; putting too much pressure on the hands.

After some deliberation I decided that the Honda was the one to go for. The YBR would be a fine commuter bike but the CBR is nicer to ride. To my mind motorbikes are as much about balance and control – which the Honda has in spades – as power and speed. Furthermore; if I’m using the bike every day then I want the best machine I can buy.

Bike update: bigger is better

Making decent progress in working towards my motorcycle licence and learning to ride. Mastering the tricks of clutch control takes some time; the muscles controlling the fingers need to master the sensitivity necessary for low-speed control. At the same time you have to remember the observations on which a motorcyclist’s life depends.

Still, if it was easy there would be no sense of achievement when you get it right.

The importance of good clutch control was stressed before I had my first taste of a big bike. Injudicious use of throttle and clutch could, I was warned, see a bigger bike off the road. That said, treated with due respect, the 500cc Suzuki felt in some respects easier to control.

Consider, for example, the question of mass. A Honda CG125 weighs about 80kg; which isn’t much and the bike could be lighter than the rider. The Suzuki GS500E which I rode was more like 180kg (apparently, I’ve not checked these figures), which puts the combined centre of gravity of rider and cycle lower. The GS might be more than twice the weight of the CG but the engine is four times the size with (roughly four times the power). The Suzuki also has two cylinders to the Honda’s one which seems to make for a smoother power delivery. Finally, there is a tachometer which makes it easier to learn whether you are using enough revs.

About the only downside was a slightly heavier clutch but the weight did nothing to impede feel of the biting point. I like to tink it didn’t take me long to get the hang of slow riding and practicing starting, stopping and steering within the confines of the tarmac pad at the biking school.

Hopefully my next lesson will include some road work on the big bike and it shouldn’t be too long before I can think about taking my test.