A competent first big bike for those looking for an all day, all year, ride.
No good for motorway cruising and little in common with the rest of the BMW range.

The R1100S cruises well and feels relaxed at typical motorway speeds, however it does start to feel a little stressed when approaching triple figures.  The twin pot Brembos also do a good job of stopping the bike and feel more than adequate for the job.

It has to be said though, that BMWs are in general an acquired taste and this one is no different with its asymmetrical headlight and off-centre fuel filler cap.  If you like BMWs, you’ll like the nimble sporting characteristics of the R1100S.  But with sub 100BHP and a top speed of around 140 mph, it’s credentials are far lacking when compared to the dominant sports tourers.  While the big boxer engine gives you somewhere to dry your gloves and keeps your feet warm in the winter, it fails to compete well against the Falco, ST4, VFR or Sprint.  Nevertheless if you are looking for a mile munching, shaft driven, sports tourer, then this lightweight BMW may offer a good combination.

There is one unfortunate twist in the tail.  If you’re used to riding conventional bikes, you may well be alarmed at the sound and feeling of treading on broken glass every time you change gear.  Rather than a click or clunk, you get a crunch and clatter.  Also the ridiculous arrangement of switches leaves you wondering what’s the point?  Most bikes have the left right and cancel button in one switch.  BMW in their quest to be different have separate switches for left, right and cancel.  This means the starter is not in the conventional position and indicator cancelling is a conscious and inconvenient process.  Lastly the R1100S (2004 model) I road seized rock solid while riding at about 70mph, with almost no warning.  I was lucky and grabbed the clutch early enough to prevent a high-side.  Arguably, this was an isolated incident, however, it has put me off owning a BMW for a while, which is a shame as I really like the K1200RS.

Clever suspension and low maintenance shaft drives tries to offer tourer comfort in a sports package.
As littre class sports tourer it struggles to compete against most of the competition.

Overall I'm very pleased with it. It's a real pleasure to ride, has a stonking engine, and is, needless to say, far more of a bike than I am a rider.  But that hasn't stopped me enjoying it. It's been used (nearly) every day, in all weathers, and the finish, in this its second winter, is holding up pretty well. No complaints on that front, really. 

As far as reliability is concerned, well, it's started every morning on the button no probs (with one exception), and has been perfectly reliable in use thus far. The exception was when, an occasional reluctance to fire up developed into a complete lack of action from the button. No click either. I suspected starter relay/switch/wiring. Rang dealers for guidance, and was told that it was probably the starter relay. I was told to remove it and clean up the contacts. The relay is mounted on the battery tray. So I took it off, and cleaned the contacts up as best I could with wet and dry, and gave them a squirt. They did look pretty corroded, though. Anyway, when reconnected up, it fired up no problem, so that was that sorted. I thought it might be prudent to replace the relay, though, and checked out the price of an OE replacement - £4.54 + VAT. So no bank-breaker there! The Ducati reputation for expensive part prices is largely undeserved in my experience. The relay above, indicators about £8, clutch cover £25, oil filter a £5. The only really expensive thing I've had to buy was a clip-on at £67 + VAT.  As far as service parts are concerned, cambelts are £26.46 +VAT, fancy plugs £9.88 +VAT (good job there's only two of them!). Main service (12000 miles) cost me £440 at main dealers. Not cheap, but they've done an excellent job for me. 

Riding it. I really haven't had the much-publicised comfort problems on the bike and I'm no youngster.  I found comfort to be fine "by sportsbike standards". Of course it's not the ideal bike for commuting, but I've ridden through Bristol city centre every day going to work without too much trouble. The trip is twenty-six miles, and a decent mix or rural A-roads, suburbs, and city-centre with a bit of dual carriageway thrown in. Far enough to get the engine properly warmed, anyway. I've done about 350 miles in a day without my poor old body rebelling too much. Comes down to your body shape, I reckon. And backing off the damping a bit (I weigh about 11 and a half stone). I find, for example, that the footrest position is a pretty ideal compromise between full-on rear-set and forward enough to enable you to press down on them to take some weight off your wrists at low speed in traffic. I dare bet that 95% of the buyers of the "new" Dukes with the much-trumpeted adjustable footrests leave them on the factory settings. 

The major criticism/issue I have with it at the moment is clutch longevity. I've had the clutch replaced under warranty, rather generously, in fact (they broke part of it getting it off, and replaced the whole assembly as a goodwill gesture).  They said the outer drum was worn, but I saw it and it didn't look *that* bad to me. I reckon it had a bit of life left in it at that point. Certainly clutch operation at the time (this was around 14000 miles) seemed fine. But I wasn't going to protest too hard. I don't expect a dry clutch to last as long as a wet one, but I think 14000 miles is not enough. 

Oh, yes, the clutch. The actual operation of the clutch, although a bit heavy compared to modern Jap clutches, is really excellent. In fact the clutch and gear change operation is the best of any bike I've ridden. Absolutely clunk-free, even from first to second. 

I'm intending keeping it into the foreseeable future, as its resale value will have taken a bit of a dent because of the mileage, but what the hell! Insurance is costing £220 Fully Comprehensive with 5 years no claims (protected), plus £33 for a recent Gatso.

Stonking engine, sublime handling, with much improved build and reliability.
Excessive clutch wear and minor electical issues.

I recently had the chance to test ride a Ducati 749 after showing some interest a while ago at a dealer.  Having ridden most of the current crop of sports 600 and some of the litre class equivalents, I wanted to see how the 750 cc twin faired.  I was both excited and nervous at the prospect of riding a bike with such a high price tag and heritage for no compromise sporting ability.

First impressions as you swing your leg over the 749, is that it feels quite small and very compact, although there is a slightly longer reach for the bars than most of the 600s I've ridden.  One good thing I noticed with the 749 is that Ducati have finally swapped the flick up side stand for one that stays in the locked position.  Having nearly bounced an earlier model of the carpet in a dealer’s show room, because the stand flicks up as soon as you release it, I was quit relieved.  Unfortunately this is the only practical improvement on the bike, as pretty much everything else seemed impractical for regular road use.  The idle adjustment bemused me for a minute or two as I could not keep the engine running until someone pointed out what the lever was for.  I also found the mirrors of no use whatsoever, unless you either pinned your head to the tank or lifted you arms off the bars to look underneath.  For me, not being able to see what is behind is a serious flaw, which made me constantly need to do lifesavers or flap my elbows just for a rear view glimpse.

So clearly the Ducati 749 is not a bike aimed at everyday practical use (lacking even the basic comforts found on a Daytona 600 or R6), so does it make up for it by being an extremely focused sports bike?

There is no doubt that the 749 handles well on the road and is surprisingly easy to ride quickly.  However, I didn’t notice massive amounts of low rev drive, that I expected from a twin and often found it would bog down at low revs.  Conversely there was a punch of power at the other end of the scale that made me feel the engine had more in common with an in-line four, than other twins I’d ridden.  Admittedly the Suzuki SV1000 has a bigger motor, but this really did pull hard and drive from low revs as you’d expect from a twin.

It’s quite possible that the 749 was wasted on me, given my preference for practical touches over race track capability.  However, every other super sports bike manufacture seems to be able to create a good track day bike that is still suitable for regular road use.  For me you’d have to want the 749 because it’s a 749 rather than because it’s a decent sports bike.  If you’re not loyal to the brand you’d be better off buying a 600 or looking at the slightly bigger ST ducati range.

Fantastic styling, good resale values and much improved reliability.
Totally useless mirrors and a lot less performance than I was expecting

The Engine has a macho V-twin rumble. Definitely addicting to rev while riding. Aftermarket pipes will make it sound and ride like a dream, almost making you wish the ride never ends.  The motor itself has 60 something horsepower, which may sound like your little cousin's scooter but it's still faster than most cruisers. It's got a top speed of around 125 mph (partly due to tall gearing). If you do mostly in-town riding, get a sprocket with one or more fewer teeth. That way you won't need to slip the clutch as often, which given that it’s stiff and notchy, means you’ll definitely get arms like Popeye's if you ride in traffic often. You can remedy this by adjusting the lever's position. Adjust the shifter as well so you won't miss-shift. 

On good roads, the suspension is perfect. On bad roads, your ass is grass. If you ride on bad roads (a lot of pot holes or bumpy etc.) get a better seat, adjust the settings or upgrade suspension. 

The riding position is upright and comfy. High speed riding is a different story, as you're on a naked bike, wind blasting on your chest for long periods of time could be a bit taxing on your upper body.  This bike was meant to bridge the big gap between cruisers and sportbikes. It's an in-betweener for handling, looks, and power. It's more agile than a cruiser as well as being more forgiving than a sportbike. For me, it's just about perfect as a road bike.

Overall, one of the best looking bikes ever. I have a silver one and it looks classy as hell. The big bulging tank mated to the trellis frame, exposing the V-twin engine oozes unparalleled style and character. You could find yourself just sitting there looking at it for long periods of time. There's something about Italian style that never gets old.

Strong V-twin engine that screams Ducati character and all round capability.
Lacks long distance comfort and commiting capability.

The ST4 and ST4S both go a long way to tapping the awesome handling and power of the 916 and 996 super bikes that they share so many components with.  The handling and power delivery of the ST4S are as close as they can be to the 996, but with a few compromises that make this bike easier to ride and more comfortable two up.  It also has better wind protection with it’s sports touring oriented fairing, although it would have been nice if it had kept in line with Ducati sports bike styling.  At 118BHP and a top speed of 160 MPH, the ST4 is up with the best of the sports tourers.  Like the 996, it utilises many class leading components such as the ohlins rear shock, which help keep the ST4 on the pace handling wise.

At the end of the day the ST4S is basically a road oriented 996, with reasonable range, a bit more space and a far more comfortable riding position.  If you like the handling and power of the awesome 996, but find it too track focussed, then the ST4S is as practical as a Ducati gets.

Utilising the awesome 996 based engine, the ST4S offers a practical road focussed sports touring package, with very little compromise.
Lacks the eye catching styling that Ducati is famous for.

The first problem I encountered when I bought it was the weight and how tall it was. Having ridden and blown up a 1976 RD250 I was used to 250's being quite lightweight and small however the Honda felt very tall and bulky for a 250. The bike looks the business but unfortunately isn't. If you're looking for a small(ish) commuter that doesn't make you look like an elephant when riding it, is cheap on insurance and maintenance then this is not a bad choice although you will probably get some stick from your mates for riding one. Just make sure when somebody asks you what you ride, say a Honda CB250N and hope that they don't remember them as the old superdream and you might not get as much stick.

One of the most practical and economical bikes around
Not particularly quick when compared to other 250cc bikes

High servicing costs are a negative point due to the inaccessible, compact engine. The lower radiator clogs up if the bike is used in all weather and must be cleaned regularly to avoid coolant loss or overheating. The only real weak spots are poor charging from faulty regulators and overheating. The OEM regulator may burn out at the wiring or just  fail so this should be checked if the bike fails to start on the button.  If you crash an NC30 expect to pay £100-300 for the seat, £300-800 for the fairing etc.  The headlamps on a 'Grey import' model are poor and need upgrading to UK spec (as will the KPH speedo etc.). Performance depends on if it has been derestricted (between 112mph-125mph). The more expensive and later NC35 is 5-10 Mph faster, more desirable but less common. The handling is superb, if the suspension and bearings are in good order. Tyres, Brakes, bearings, fork seals and headset wear fast even though this is no wheelie machine. The rear suspension will squeak if not regularly lubricated but thankfully the bearings are good quality needle rollers. Despite the lack of cush drive rubbers, the OEM chain can last well if lubricated.

For a 600 cc sports bike, the riding position feels quite tall (I'm 5'9 and putting both feet down required tip toes), a situation made worse by a very hard seat and a tiny fairing that gives hardly any wind protection.  But this bike is all about adrenalin; as soon as you open the throttle on the open road the bike surges forward in every gear.  This bike has more grunt that I’d previously thought possible for a 600cc in-line four.  Honda really has come up with a fantastic combination of low down torque and high end power.  In terms of handling the bike is also faultless, the firm but precise ride leaves you charging on to the next corner to see if you can take it faster and lean further over than before.  This bike brings out the hooligan in you and has you grinning from ear to ear as you blast through each turn, effortlessly passing larger more powerful bikes.  At no time during the ride did I get any negative feedback despite cornering harder and faster at each opportunity.  I probably only explored 60% of this bike’s ability on the road and would still find plenty left to discover on a racetrack.

The CBR600RR, is such a track focused tool, that the only faults I have are the lack of compromise that has been made particularly when thinking about road riding comfort.  The CBR has you perched so far over the front wheel, that even the lightest brake pressure has you gripping the bars and tank in a desperate attempt not to fly over the top.  Apparently this improves handling and balance, but I couldn’t help noticing that drawback of this was a huge strain on the wrists and practically zero wind protection.  The seat also feels as if it had hardly any padding even compared to other 600 cc sports bikes.  You’d be lucky to be able to ride it for an hour without needing a break.  However, despite the heavy track bias, the double R was quite happy picking it’s way through traffic, even if it did get a little hot from the under seat exhaust.  I’m confident that the Honda CBR600RR will be the 600 of choice for serious track day enthusiasts who want a no compromise, ultra competitive track tool.  For the other 70-80% of the riding population, you’ll find the lack of on-road comfort a real strain.  I guess this is primarily why Honda has at least one other 600cc bike to choose from, for those who do not want such a track focused bike.

This is probably the best track focussed sports bike currently on the market.  Honda have done it again!
Mad riding position, really reduces comfort and wind protection for the rider

The Fireblade is more than enough sports bike for anyone, seeking ultimate thrills, but is also capable of being enjoyed by those seeking a rounded package (if there is such a thing with a litre class super bike). The Honda Fireblade is probbably the best combination of road going ability combined with track performance available, as the combination of reasonable weather protection and relatively comfortable riding position allows the Fireblade to be a serious option for those who do more than 1,500 miles per year.  However, Honda do seem to be moving away from this in their bid to keep up with the pack.  The new blade’s lighter, faster and more powerful than before, which leaves you thinking they have sacrificed some of the solid practicality of the previous models.

Like most sporty Honda’s the Fireblade is not great on fuel economy (approx 36mpg), they're also pretty pricey to insure.  If you’ve just passed your test forget it.  I was quoted over 50% more to insure a blade than a Daytona and there’s only 3bhp between them.

Honda have spent 10 years refining the blade, so it's no wonder that the latest model is up there with the best.
Like most in this class, the blade is highly nickable, thirsty, expensive to insure and now looks like a 600.

The new Honda Fireblade CBR1000RR is difficult to describe without using the words awesome, extreme and hooligan, yet these all spring to mind.  The capability of this bike to deliver the highest dose of adrenaline is so fantastic, that dealers refer to the stupid looking grin worn for days after by unsuspecting punters as the fireblade grin.  Yet this bike was nothing at all like I expected.  The CBR1000RR, as do most of the in-line four litre class sports bikes, easily exceeds the 1bhp per kg mark, which initially made me nervous to take it for a test ride. Would it be difficult to control at low speeds?  Would it pop wheelies in every gear?  Would it throw an almighty tank slapper the moment you opened the throttle mid-bend?  Actually and surprisingly no.

Unless you provoke it, it is remarkably smooth, controllable and easy to ride, even at low speeds.  Admittedly it features the same extreme riding position as its 600cc smaller brother and can best be described as a litre sports bike in a 600cc package.  However, there is no mistake as soon as you start the engine.  The blades’ motor has a deep and provocative idle that makes you want to just blip it at every set of lights.  So responsive is the throttle that you’d be forgiven for thinking it isn’t fuel injected.  This bike’s capability is just so fantastic, that even the most ham-fisted riders will find it easy to take corners at extreme speeds without even a hint of hard work (for either the bike or rider).  I hardly noticed the electronic steering damper at either low or high speeds, which suggests that it is effective at providing variable damping.

However on a serious note, while there is absolutely no argument that I was ready with my cheque book as soon as I was back from the ride, on reflection it’s harder to see the point.  I guarantee that any fireblade owner who uses their bike to half of it’s potential on the road will land themselves banned or jailed within a year.  Whereas anyone who rides it sensibly might just as well have bought a 600 or a 750-1000 cc sports tourer.  At banning speeds this bike is just getting started.  In the time taken from green traffic lights to the end of a motorway slip road, I had obscene speeds on the clock, which felt like cruising speeds.  Even as a track day bike, I suspect most riders would have 90% of the fun on a CBR600RR as the blade and save a few quid on running costs too.  While I don’t support any government intervention to limit the power of top end sports bikes, I really can’t see how anyone can justify needing one.  But then the same applies to any top end super car too.  If it’s want you want and you’ve got the cash, why lead your head rule your heart.

The best handling, most powerful, easy to ride (for a superbike) and enjoyable bike I’ve ever ridden.

Unless you are regularly in the advanced group for track days, you’d have the same fun on a 600 or 750.

The looks are not to everyone's taste though I was impressed by its imposing stance. I've removed the radiator shroud to give it a 'naked' look. It is a heavy bike whether fully fuelled or not. This combined with a poor steering lock is a dropped bike waiting to happen - watch out.

The linked brakes have caused me no bother and are quite difficult to lock up. The front brake has good feel. Performance is storming. Handling is good. Build quality and reliability live up to Honda's reputation. At under £4,000 second hand it is alot of performance and quality for the money.

One of the best and fastest faired 500 cc bikes around.
Prone to rust and the odd running problem if not cared for.

2002 The ZX636R

Kawasaki took a different road for 2002 and increased the capacity of their mid-sized Ninja.  Unlike the competition, they've stayed clear of fuel injection, making the Ninja the only carb'd bike in it's class.  Judging by the number of registrations in early '02, this formula is set to be a success.  Feedback from owners of the previous models suggests that although low down response has improved and the overall power output increased, the changes add refinement and smoothness rather than raw power.  The 636 shouldn't be seen as a halfway house between a 600 cc and a 750 cc, but rather a development of the existing model.  Kawasaki say insurance shouldn't be affected by the increase in cc, although road tax will cost a few quid more.   The already competitively priced Ninja should see some absolute bargains in the form of the previous model, making the old ninja one of the best buys around.

2003 - ZX636R and ZX6RR

As predicted by some of the motorcycle press the new 636 introduced in 2002 seemed to be short lived.  In reality few could tell the difference between the 2001 and 2002 models.  For 2003 Kawasaki are introducing two new models following Honda’s lead with the CBR600F and the CBR600RR).  Kawasaki is sticking with the 636cc engine for the base model although the ’03 model is totally new with fuel injection.  In addition they are producing a ZX6RR version featuring a new 600cc motor and features not yet seen in the 600 sports bike market (e.g. adjustable swing arm).  It also seems that Kawasaki have finally dropped the coalscuttle air intake for something similar to the Honda SP-1.  This bike is priced (£7-8K) and powered (116-122bhp) to tempt 750cc and 900cc sport bike riders. 
 

Good value an