The K6/ K7 GSXR 750 was one of the best bikes Suzuki ever made and remains popular to this day. The 148 BHP produced by the motor was just right, combined with its lightweight of 163kg is what keeps this bike fighting with some of the latest super sports. At a fraction off the price and without the intrusive electronics featured on some modern models this certainly is the purists choice.

For its 20th Anniversary Honda released a facelift off the successful Fireblade. This series featured Showa big piston front forks, revised ECU and fuelling, new dash and facelift. The suspension mods make the blade feel that much more composed under braking and increase the feel off the bike keeping the blade feeling up to date.

For 2008 the Honda Fireblade under went a serious upgrade the first since 2004. The 1000c inline four still has its rev-happy characteristics, stable chassis and handling that we have all come to love with the blade. The power delivery is utterly smooth which makes it a very good first “big bike” for those looking to upgrade from the 600cc super sports but don’t forget to take advantage of that fully adjustable suspension and have It set up by a professional.

The street triple combined the speed triple style with the Daytona 675 engine to make one of our favourite road bikes. The package is light, fun and quick. The street triple is ideally for relatively new riders looking for some fun, or experienced riders who want a very capable road and odd track day bike that can be pushed to its limits.

The street triple combined the speed triple style with the Daytona 675 engine to make one of our favourite road bikes. The package is light, fun and quick. The street is ideally for relatively new riders looking for some fun, or experienced riders who want a very capable road and odd track day bike that can be pushed to its limits.

For 2013 Triumph has done its first major re-visit to the Daytona since 2006. But don’t worry they haven’t got rid of the stunning Three cylinder motor, just made it better! The 2013 model features, new engine, chassis, suspensions, brakes, wheels and styling! This was and possibly still is one of the best handling bikes in its class.

The original Suzuki GSX-R1000 K2 are still supremely capable sports bikes and pretty decent all round machines with extremely good value for money.

The Kawasaki ZZR1400 is not only the fastest, most powerful motorcycle you could buy in 2006, but happens to be an extremely capable all-round machine too. Limited to 186mph (300kmh) the Kawasaki ZZR1400 will do it with a gear to spare. Capable of commuting, two up sporty touring, track days, drag racing, posing – almost anything is possible on the big Kawasaki ZZR1400 - just don’t try taking it dirt riding.

In 2013 the GS went a serious re-vamp with the biggest change being the liquid cooling which gives noticeable improvement on the engine and its character, to top it off BMW sprinkled the latest gadgets and rider assist relevant to touring firmly place the GS back on top combined with some modern styling updates in typical German fashion need you look any further for your adventure bike?

Based on the MT-09 which is a quick, fun road bike and good laugh on the track the tracer makes it more tourer ready. The triple engine has plenty power and torque and you always feels safe with the combined ABS and traction control.

For 2011 model on Suzuki created massive weight savings and stuck with the timeless recipe of making improvements on an already impressive bike. The Big Piston forks and Brembo brakes feel so much more composed than previous generations and its still easier as ever to hoon with.

The 2008 Kawasaki ZX-10R is five out of five; for its generation it was one of the fastest production bikes as well as being ludicrously fast, it’s usability is much better than its predecessor wether on the track or road you never feel under whelmed from this serious models.

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.

For Harley Davidson the V-ROD was a bit of a revolution, in conjunction with Porsche the engine was developed with liquid cooling and overhead cams, what this produced was a Harley engine with respectable BHP figures. This modern package makes for a cruiser which doesn’t struggle to brake, accelerate or handle but it hasn’t lost its roots the seat is still low, the bars are far away and the pegs are far forward which never lets you forget its still 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.

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.

Compared to the SRAD the following models are Slimmed down, firmed up and with power and torque figures to raise front wheels with race-bred heritage making the Suzuki GSX-R750 focused, 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.

Suzuki has been refining the Gixxer 750 for over a decade now. At 190kg fully wet it’s 8kg lighter than the previous generation. If you take into the 148BHP what more power do you need for the road? The engine hasn’t changed a lot from previous generations but the minor revisions have allowed more low end and mid range power. Ultimately it’s everything you need, it’s fast, it handles perfectly and most important it’s not to difficult to ride.

For 2012 Suzuki didn’t change much of the looks on the Gixxr thou which isn’t necessarily a bad thing but focused on improving some of the weak points such as upgraded Brembo brakes, improved mid range, more agile handling, and some cosmetic changes that only the trained eye would spot. This improved the package weather you use it on the road or take it to the track.

For its 20th Anniversary Honda released a facelift off the successful Fireblade. This series featured Showa big piston front forks, revised ECU and fuelling, new dash and facelift. The suspension mods make the blade feel that much more composed under braking and increase the feel off the bike keeping the blade feeling up to date.

The CB1300S is a bike that can be enjoyed any time of the day, with its Retro inspired practical fairings and ABS the sports tourer cross commuter is enjoyable in any situation, wether you want a Sunday Blast or a daily commute there is effortless power in every give with the 1300cc lump

For the K3/K4 series Suzuki reduced the weight of the GSXR 1000 and made it more compact which always makes a good bike better. At the turn off your wrist as your watch the rev gauge raise to 4,000 rpm thats where the magic happens, and the GSXR 1000 loves to pull all the way to the redline. Its actually surprisingly comfortable too for those wanting to do a few more tourer miles on a competent super sports bike.

The K6/ K7 GSXR 750 was one of the best bikes Suzuki ever made and remains popular to this day. The 148 BHP produced by the motor was just right, combined with its lightweight of 163kg is what keeps this bike fighting with some of the latest super sports. At a fraction off the price and without the intrusive electronics featured on some modern models this certainly is the purists choice.

The go anywhere BMW, the well known R1200GS Adventure! The adventure model over the standard features a 33 litre tank, a boxer engine packed with torque, shaft drive for smoothness, ultimately this creates a class leading package in the adventure market.

On top of the already impressive 675 the “R” variant has fully adjustable suspension and uprated Radial four-pot Nissin front brakes. This is the ultimate temptation when converting from a Superbike or upgrading from sum of the numb rivals. All in all it creates an impressive package which separates itself from the pack and truly puts it in a class of its own.

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 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.

The 2009 Yamaha R1 is like no in-line-four cylinder sportsbike ever produced. It’s simply sensational.  The Yamaha R1’s ultra-short-stroke engine has a cross-plane crankshaft, with its crank pins set at 90° and has irregular firing intervals, which is technology lifted from Moto-GP. At a standstill the motor spins up like a two-stroke and on the move the R1’s ability to accelerate, no matter where you are in the revs is astonishing. Thanks to the clever engine design it grunts off corners like a V-twin, while giving superb feel through the rear tyre, and howls along straights like the mad, bad in-line-four it really is. Best of all is the noise this thing produces!

Suddenly you’ll be smitten – especially if riding in the twisties, where it’s racing pedigree shines through in its chassis. Couple this with a far more user-friendly engine than the 1098 version and you get a modern, sporty, naked Ducati that works.

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.