For 2011 the Speed Triple got an all-new chassis package, frame and swingarm to turn the popular big-bore naked bike into a thoroughly modern big-bore naked bike. Triumph got the new version spot on. The new chassis allowed Triumph to shift the engine further forward and angled downward to shift the bike’s front weight bias in order to speed up the steering and make the Speed Triple as agile as the glorious 675 street Triple. Triumph also shifted the battery to behind the headstock, moved the rider closer to the steering head and changed the steering geometry. The upshot is a bike that is so easy to ride in any situation. Fast road riding, town work and track days are now all within the Speed Triple’s remit. The seat is narrower and ride height lower, making the bike accessible to short-legged riders – the slightly smaller turning circle makes life a lot easier,too. The SE featured above has a blue frame and swingarm, carbon fibre front mudguard side pods, tank cover panel and inner radiator panels. The colour-matched fly screen, belly pan and seat cowl all come as standard. It also features small details like a clear brake light cover and a tank pad.

The ‘R’ version comes with fully-adjustable suspension and fiercer radial four-pot Nissin front brakes, making it the perfect bike to tempt UK riders away from their sportsbikes. If you’re looking for a high-spec middleweight that blows the competition away, the Triumph Street Triple R is in a class of one.

For 2011 the Speed Triple got an all-new chassis package, frame and swingarm to turn the popular big-bore naked bike into a thoroughly modern big-bore naked bike. Triumph got the new version spot on. The new chassis allowed Triumph to shift the engine further forward and angled downward to shift the bike’s front weight bias in order to speed up the steering and make the Speed Triple as agile as the glorious 675 street Triple. Triumph also shifted the battery to behind the headstock, moved the rider closer to the steering head and changed the steering geometry. The upshot is a bike that is so easy to ride in any situation. Fast road riding, town work and track days are now all within the Speed Triple’s remit. The seat is narrower and ride height lower, making the bike accessible to short-legged riders – the slightly smaller turning circle makes life a lot easier too.

Compared to the SRAD this example is Slimmed down, firmed up and with power and torque figures to raise front wheels as well as eyebrows, for a bike with a lineage as race-bred and focused as the Suzuki GSX-R750, it’s no small irony that the original superbike is something of a compromise. It has all the handling of the 600 and most of the usable power of the 1000. The result is a motorcycle that’s near perfect on road or track. The Suzuki GSX-R750’s handling is superb, the chassis flatters the novice and rewards the expert and shock, horror – it’s actually comfy.

Before the Street 750, the Harley-Davidson 883 Iron was Harley’s smallest-capacity entry-level bike, with its 883cc engine and compact dimensions making it ideal for shorter riders and those not completely confident handling larger bikes. The Harley-Davidson Sportster 883 Iron does look and feel like a genuine Harley and that shouldn’t be underestimated. Compared to the Street, the 883 has cleaner lines with its purer, simpler design and the lack of a radiator. Then there’s the iconic ‘peanut’ tank, twin, side-mounted exhausts, classic cut-down rear ‘fender’ and ‘drag’ style bars. If you removed the H-D badge from the Iron you’d still be in no doubt who made it. Riding the 883 feels good – and that’s what matters most. It doesn’t feel like riding an imitation of a Harley – it feels like the real deal. If all that clunk and heaviness puts some off, fine, Harley has the new Streets for them. If not, the original is still the best.

It was never the most powerful in the supersports class of ‘04 and ‘05, but the Suzuki GSX-R600 was easily the most fun, especially on the track. Boasting the lightest weight of all its contenders, the most track-focused chassis and the most evil sounding engine note, the Suzuki GSX-R600 is the 600 for dedicated hardcore riders. <br>

Powerful and track focused the R model has 15bhp more than the S model and is 2kg lighter. It has improved handling due to uprated Ohlins suspension and improved ground clearance with a revised foot-peg position. For a large naked bike it’s hugely impressive. The Ducati Monster 1200 R also gets new bigger brakes, a new sub-frame which holds the slimmer tail unit, new colour dash and the Öhlins steering damper. Power is up 10% over the S model Ducati quote 160bhp with 97ftlb of torque. Power and drive is impressive. The 1198 engine has proven reliable over the years, and depsite the increased performance, reliability shouldn’t be a problem. The Monster R comes with the same rider modes and safety pack as the S model. The stunning TFT display completes the bike. Ducati have included their unique safety pack, which is a bucket full of riders aids which includes eight-way traction control, three riding modes and the Bosch 9MP cornering ABS braking system. It also gets 1299 Panigale-style wheels with the same huge 200 section Pirelli Supercorsa SP tyre on the rear; the new Monster R can certainly head straight to the race track.

The Triumph Daytona 675 has put Hinckley firm back on the shortlist of many UK sports motorcycle riders, who previously rated the 600 and 650 Daytona models as being OK, but no real alternative to a Japanese four cylinder 600cc sportbikes. Silky, compact handling, allied to kick-ass engine power and a howling exhaust note, make the Triumph Daytona 675 a real winner on the road, or track.