The Suzuki TL1000 range feature one of the truly great V-twin engines, in some of the most unpredictable handling chassis ever devised. The Suzuki TL1000R has an improved rear shock, which doesn’t misbehave, both motorcycles get so light at the front end, so very easily with all that V-twin grunt on tap. The Suzuki TL1000R is exciting to ride, but for experts/nutters only hence the name “widow maker”

The infamous Hayabusa is still a quick motorcycle even in today’s market. The combination of crazy acceleration and ludicrous top speed is what made this model so infamous. It’s superbly comfortable on those long range journeys and is sure to give you that rush when you twist the throttle. The early generations are slowly coming very collectable.

The MT-07 is in our opinion the perfect first big bike. It has just enough power, in a light weight set up that makes it nimble and agile and a joy to ride even after ridden fancier machines.

Kawasaki ZX6R C1H 2005, with the 636 variant of their 600 super sports track-intent is ever present however the set up is more responsive and less harsh. For 2005 a slipper clutch and petal discs are also included.

Take Triumph’s superb Sprint ST and make it more adept at touring and also pillion friendly and what do you end up with? A Triumph Sprint GT. Sounds easy enough but in practice Triumph had to revise the Sprint’s chassis in a major way. So with a longer swingarm and steel subframe the GT becomes uber-stable when decked out with 117 litres of luggage, a pillion and 20 litres of juice. It goes further than that, though. Lower seat height, a wider, more comfortable pillion seat, built in grab rails on the topbox mounts and revised footpeg positions… and more. It is comfy for pillion and rider – good enough for Triumph’s claimed 200 miles between fuel stops – the engine is flexible and grunty, steering is agile but stable and it can carry a week’s worth of clothing with ease.

Long before the recent range of Harley streets and street rods there was the entry level 883. With its useable size, yet traditional Harley character it was and still is a favourite of the UK market. Much like all good things this bike the 883 Sportster has gone through minor evolutions rather than major revolutions even if you took the badge away from the 883 you’d certainly know its a Harley.

The First Gen Z750 was subjective with its questionable styling but for the second gen Kawasaki certainly lifted the bar and it doesn’t look out of place 13 years on. The 750 is good for around 100 BHP and comes to life when you abuse the throttle and make it sing above 6500 RPM. Its a re-worked version of the ZX9R a proven staple in the Kawasaki line up.

The Honda CBR900RR FireBlade’s biggest revamp to date came for 2000, new fuel injection was thirsty and made smooth riding harder. The 17” wheel tamed the Honda CBR900RR FireBlade’s lively nature the blades up-side down forks work extremely well with the 17” wheel the Blade felt more conventional than previous models while remaining exceedingly nimble. Arguably the tamest Honda CBR900RR FireBlade but it’s still extremely fast on the road or track with strong brakes. All the basics are there plus the Honda CBR900RR FireBlade has the familiar underseat storage cubbyhole Honda’s HISS was new and welcome – a key based immobilizer system – The Honda CBR900RR FireBlade is still comfy for such an extreme sports motorcycle.