Engine size 747cc
Power 73bhp
Top speed 128mph
Insurance group 11

The Honda CB750 F2 is not the most exciting motorcycle to leave the Honda factory but a competent, comfortable cruising motorcycle nonetheless. Adequate suspension, good riding position, top brakes and a strong engine are plus points but the Honda CB750 F2 is let down by average handling and a lack of real zest. Sadly, rather boring.

Engine: The Honda CB750 F2’s engine is taken from the Honda CBX750 and detuned, it’s a smooth, powerful engine with a lot of torque and enough top end to keep most people happy. With the motorcycle best treated as a cruiser, its strong but laid back acceleration means it’s hardly hair-raising stuff but that’s kind of the point of the Honda CB750 F2. Delivery’s super-smooth.

Ride And Handling: The Honda CB750 F2 has a tallish, upright seating position, wide bars and good turning circle sound good for town work but the motorcycle is heavy and this can let it down. Motorways and highways are where the Honda CB750 F2 is most at home whilst fast, twisty lanes show up its lack of focused handling. Suspension’s ok, but not up to much of a thrashing, and the gears are a bit clunky.

Equipment: The Honda CB750 F2 is equipped with clear but basic clocks, apt for the retro look, but they’re plasticky and look a bit cheap. No fuel gauge either. Loads of room for both riders and pillions: comfort’s a strong point. The mirrors work well and the CBR600-derived brakes are excellent. The Honda CB750 F2 has some handy touches including a grabrail and a centrestand.

Quality And Reliability: Well built and well finished, the Honda CB750 F2 is a trustworthy buy. Plenty of the original 1970s Honda CB750 are still going. The suspension isn’t bad but on older motorcycles it’ll definitely need some sprucing up but engine-wise, you’re looking at a long distance runner and the Honda CB750 F2 is also pretty simple to maintain.

Insurance: Insurance group: 11

Model History: 1992: Honda launches the CB750 F2: a 90s version of its old classic (and hugely popular) CB750s of the 1970s, which are often referred to as the first superbikes. Minor changes only until the Honda CB750 F2 was discontinued in 2001.

This article was taken from: Motorcycle News

Engine size 124cc
Power 12bhp
Top speed 65mph
Insurance group 5

The Kawasaki EL125 Eliminator’s a top little bike to hone your skills on with a responsive, smooth motor and easy handling. The Kawasaki EL125 Eliminator is never going to win any races but that’s not what it’s about: it’ll haul you from A to B with little fuss, enabling you to enjoy the ride.

Engine: Learner legal but there’s only just enough to propel the Kawasaki EL125 Eliminator around. The Kawasaki EL125 Eliminator is ideal for town riding, and the engine really does pull well right through the rev range, but launching yourself down a motorway could prove optimistic. Still, the Kawasaki EL125 Eliminator is smooth and predictable and, best of all, very reliable.

Ride And Handling: The Kawasaki EL125 Eliminator is great for novices: everything’s easy to control with no nasty surprises. The throttle’s gentle but responsive, as are the clutch and gearbox. Combined with a great turning circle and low seat height, the Kawasaki EL125 Eliminator is easily manoeuvred, even by nervous novices. The Kawasaki EL125 Eliminator’s brakes and handling are great and it’s very well-balanced.

Equipment: The Kawasaki EL125 Eliminator looks larger than it is (from certain angles, at least), with an ample seat for two, a plush pillion backrest and foot-forward controls for the rider. The ignition’s in a funny place (down below/in front of the fuel tank) and there’s no screen but the Kawasaki EL125 Eliminator’s spoked wheels and chrome-housed, tank top dash certainly look the part.

Quality And Reliability: The Kawasaki EL125 Eliminator is a well built, if fairly basic, machine. Bodily, there’s plenty of chrome to keep shiny and, if cared for, it should last well. The Kawasaki EL125 Eliminator’s engine is superb at what it does and few owners have problems with it whilst the front brake is particularly adept. The Kawasaki EL125 Eliminator is relatively low on frills but nicely put together.

Insurance: Insurance group: 5

Model History: 1998: Kawasaki EL125 Eliminator launched (it’s sometimes referred to as a “BN125”). Only minor/colour changes since.

This artcile was taken from: Motorcycle News

Engine size 583cc
Power 53bhp
Top speed 116mph
Insurance group 13

A mini version of the highly-successful Ducati M900 Monster, the 600 has always been a hit with ‘first big bikers’, women especially. It looks fabulous, sounds even better and offers sprightly, spirited performance. What’s more, the Ducati M600 Monster is an affordable way in to the sought-after Ducati motorcycles brand.

Engine: The Ducati M600 Monsters has a toned-down version of the Ducati 750SS engine, it gives out loads of low down and midrange grunt, making it perfect for urban riding or some naughty weekend scratching. It’s comfortable up to around 80mph but around the ton mark it gets a little wheezy: that, plus the motorcycle’s nakedness, mean the Ducati M600 Monster is less at home on the motorway.

Ride And Handling: With its little body, grunty engine and sporty Ducati 888 geometry, the Ducati M600 Monster is great fun for hurtling around corners. The suspension works well and the brakes are more than capable of bringing you to a halt. Slow speed work on a Ducati M600 Monster is hampered by a lousy turning circle, however, and the mirrors shake like a virgin on her wedding night.

Equipment: Marzocchi forks and Brembo brake calipers signify a certain high standard of workmanship but the Ducati M600 Monster is, otherwise, a relatively simplistic motorcycle. A lot of owners add aftermarket screens and carbon fibre bodywork to spruce things up. The low seat makes it extremely popular with female/smaller bikers.

Quality And Reliability: The Ducati M600 Monster’s build quality is good enough and it certainly looks fabulous. Reliability, however, is a touchy subject: some seem to go on forever, others suffer lots of little setbacks. Electrics, especially, are temperamental. Overall, though, the Ducati M600 Monster is a pretty trusty little motorcycle and definitely worth a try.

Insurance: Insurance group: 13

Model History: 1993: Ducati M600 Monster introduced.
1994: A few minor tweaks, such as some gold on the frame and wheels and a silver side stand.
1999: New regulator and a braided clutch hose added.
2001: Ducati M600 Monster discontinued. It was reborn as the Ducati M620 Monster, with fuel injection and a bit more bhp.

Other Versions: Ducati M600 Monster Dark: all black, budget version of the standard Ducati M600 Monster. Matt black tank, no seat cowl. It was introduced in 1997 and discontinued in 2002 when a Ducati M620 Monster Dark version superseded it.

This article was taken from: Motorcycle News

Engine size 998cc
Power 98bhp
Top speed 140mph
Insurance group 13

The Aprilia ETV1000 Caponord is an excellent if flawed motorcycle which sells for an indecently low price on the UK new and used markets. It’s a big-off road style machine that works superbly on the Tarmac. Aprilia’s excellent 1000cc V-twin engine combined with a high-tech aluminium beam frame should have made it a class leader but it was marred by soft forks and poor build quality.

Engine: The Aprilia ETV1000 Caponord has one of the best power plants in any big trail-style motorcycle. It may be detuned to about 88bhp at the rear wheel but there’s plenty of torque. The gearbox makes the BMW GSs feel like antiques and there’s even a slipper clutch to keep things smooth when you up the pace. Heavy vibrations means attention’s needed.

Ride And Handling: The primary fly in the Aprilia ETV1000 Caponord’s ointment is the soft, unadjustable forks. The motorcycle gets bouncy if ridden hard. Luggage and/or a pillion compound the situation. New fork springs (Hyper Pro work well) are a cheap, effective solution. Otherwise the Aprilia ETV1000 Caponord is a smooth ride and quite capable of hustling along at a decent pace. Brakes are strong. Off road ability pretty limited.

Equipment: The Aprilia ETV1000 Caponord is well spec’d as standard. Ambient air temperature, remote shock adjuster, accessory socket, fuel gauge, mirrors that work and headlights among the best in biking are handy. Seats and riding positions that match the best touring motorcycles for rider and pillion comfort are a real bonus, too. Aprilia panniers are a cost extra but put many other brands to shame for ease of use.

Quality And Reliability: Fly number two in the Aprilia ETV1000 Caponord ointment. Overall reliability is excellent but there’s niggles. Regulator rectifiers fail – and some just don’t work well anyway – at least replacements are cheap. Coils can fail, fuel hose connectors break, certain electrical connectors melt and spoke nipples rust. Simple pre-emptive maintenance can solve all the above.

Insurance: Insurance group: 13

Model History: 2001: Aprilia ETV1000 Caponord launched.
2004: Minor updates including revised top fairing, uprated suspension and fully floating front discs.
2005: Anti-lock brakes fitted.

Other Versions: Aprilia ETV1000 Caponord Rally Raid: More off-road orientated model with adjustable front suspension, lower gearing, aluminium panniers centre stand and more extras

This article was taken from: Motorcycle News

Engine size 124cc
Power 12bhp
Top speed 65mph
Insurance group 4

The Suzuki DR125SE, is a straightforward but attractively styled four-stroke learner trailie that was only available for a limited period, so rare now. Earlier twin-headlamp “Raider’ was more common, but most are by now unserviceable. A good Suzuki DR125SE is a valid alternative to an XT125 or the like.

Engine: The Suzuki DR125SEis home to a softly tuned, proven, and solid four-stroke single. Identical to that used in Suzuki’s enduring GN125 learner custom. So don’t expect much in the way of thrills from the Suzuki DR125SE but there’s plenty of good-to-honest motive force here.

Ride And Handling: Again, fairly straightforward fare – the Suzuki DR125SE has a long history, after all and most of the basic mechanicals were carried through from the 1980s – but when it comes to rugged learner trailies there’s not much wrong with that. The Suzuki DR125SE is big enough for larger riders, a doddle ride and relatively comfortable, too, just don’t expect to go dicing with the Aprilia or Cagiva 125 sportsbike boys.

Equipment: What you see is what you get with the Suzuki DR125SE. Minimal, off-road style switchgear and single clock surrounded by idiot lights; reasonable quality brakes, suspension etc and a token pillion seat. Nothing more, nothing less…

Quality And Reliability: The Suzuki DR125SE is among the more rugged of the Japanese 125 trailies which is why, although now long in the tooth and never imported in great numbers, there are still some Suzuki DR125SEs around. Basic mechanicals and cycle parts are fine if looked after with no major reliability issues.

Insurance: Insurance group: 4

Model History: 1985: Suzuki DR125 Raider launched.
1993: Raider discontinued.
2000: Suzuki DR125SE launched.
2001: Suzuki DR125SE discontinued.

Other Versions: Suzuki DR125 Raider: Paris-Dakar styling with twin headlamps.

This article was taken from: Motorcycle News

Engine size 398cc
Power 31bhp
Top speed 94mph
Insurance group 9

Strictly speaking, the BROS 400 is heavy, underpowered and outdated. But the cheap grey imports are surprisingly nice to ride – they’re well balanced, steer well and the engine is flexible, torquey and characterful given its 33bhp output. That also makes it legal for new riders on a restricted licence.

Engine: Very similar to the Africa Twin engine (specials builders actually fit the bigger 750 in the chassis), the understressed motor pulls from low in the rev range unless you labour it in a high gear. Fuelling is classic crisp carburettor response, though power tails off higher in the rev range. Great around town, and it’ll sit happily at 80mph too. It has a surprisingly prominent and pleasant airbox noise too.

Ride And Handling: Suspension fatigue affects the Honda BROS – new fork oil springs and a new shock transform it. Then you can take advantage of the neutral handling, strong RC30-derived brakes and plentiful ground clearance. It’ll even take sticky tyres, though not in the correct front profile (which affects the speedo reading) – standard sized, modern crossplies are widely available and grippy enough unless you’re a lunatic or a trackday fiend.

Equipment: Basic - the BROS has a comfy, semi-upright café racer riding position but poor pillion provision. Underseat storage only accepts the standard tool kit, and the tank lasts around 90 miles before you need to flick the fuel tap to reserve.

Quality And Reliability: Find a cared for BROS (ideally one that’s been loved and kept dry since import from Japan), and you’ll be astounded at the quality. Deep paint, quality fasteners and lovely finish all-round is nicer than most new bikes – including some Hondas! Understressed engine is unburstable, the chassis is tough. Make sure the eccentric chain adjuster/rear wheel hub isn’t seized, and there’s little else that goes wrong. Specialist backup is available too – new-old stock parts are readily available as well as pattern parts.

Insurance: Insurance group: 9

Model History: 1988: Introduced as Japan-only model. Six-spoke wheels, Product 2 seat graphics
1990: Second generation – mostly identical, 18” three-spoke rear wheels, improved PGM ignition.
1992: Discontinued.

Other Versions: Honda NT650 BROS Product 1: Identical to BROS 400, but with more powerful 650cc motor, wider spaced gears, 112mph restriction and slightly lower rev ceiling. Available in Mk1 and Mk2 versions.
Honda Hawk GT: US-market version of the BROS 650 is branded differently with cheaper front brakes and higher handlebars. Otherwise identical, but even rarer.

This article was taken from: Motorcycle News

Engine size 599cc
Power 97bhp
Top speed 136mph
Insurance group 12

That engine still isn’t perfect but it ain’t half bad. A bit snatchy around town but, out in the open, it’s a dream. Alongside that handling and those brakes, you’re in for one hell of a ride on board the Speed Four. Incredibly capable and beautifully built, its distinctive looks are ideal for those who don’t want to go with the flow. And it sounds amazing…

Engine: The Triumph Speed Four runs on the same engine which fired the much-maligned TT600 but only after numerous tweaks which ironed out that bike’s early injection problems. The Triumph Speed Four is still a bit snatchy low down but other than that, it’s fabulous: loads of power in the midrange, fantastic acceleration. You have to use the gears to milk it to the max but that makes for an involved ride.

Ride And Handling: The TT600’s handling is legendary and so, therefore, is the Speed Four’s. With the same taut chassis and perfect dimensions, prepare to discover lean angles you never thought yourself capable of. The fully adjustable suspension is brilliant as are the brakes. Incredibly capable and huge fun yet wonderfully confidence-inspiring, too.

Equipment: With high pegs and a forward riding position, the Triumph Speed Four is sporty. The small cowl is good until around 80mph when the wind gets you. There’s a digital speedo and clock and analogue tacho: all very clear. Braided hoses are standard and colour-matched belly pan and radiator cowls are included. Pillions, however, will hate you.

Quality And Reliability: The Triumph Speed Four is not built to a budget and it shows. It boasts excellent components and finish and is beautifully put together (although the looks are an issue for some… ). One recall is recorded: non-metallic fuel hose connectors were replaced by metallic ones to counter the possibility of fracture. Check it’s been seen to.

Insurance: Insurance group: 12

Model History: 2002: Triumph launch the Speed Four as a naked version of the TT600. It has twin headlights straight from the Speed Triple and mad-looking air intakes. No changes since.
2006: Fazed out to make way for a 675cc version of the Daytona Triple.

This article was taken from: Motorcycle News