It is surprisingly how many people ask me what I would buy, if I, wanted to buy a secondhand motorcycle. My first question is what is your budget, second, I would try to explain that I not bought much secondhand bikes. But if I think back of motorcycles I really loved in my biking history, I sometimes think back to 2001, when Suzuki introduced the Suzuki GSX-R1000.

The Suzuki GSX-R1000, upon its launch in 2001, it swept all liter bikes before it. Until 2007 it had that magical state for of being untouchable. And so six years later it is still arguably the best of the liter sport bike brood, but how does it handle in the fiercely fought second-hand sector?

First, it's funny how the original 2001 GSX-R1000 now looks next to the newer and silky-smooth GSX-R1000 K7, or the latest Yamaha R1 and Honda Blade. But half a decade or more ago this was the latest 'big thing', a machine which made the likes of liter bikes we now see on the road.

It's funny how the press says one thing but the public does another. Despite shouting and screaming in every groups test that Honda's CBR600RR trounces the Kawasaki Ninja ZX-6R on road plus track, in most countries where the both models are available, motorcyclists still bought more of the Ninja ZX-6R than any other supersport 600cc last year. So what's that all about then?

Until last week I didn't have an answer, I was not even aware of this statistics. The 600cc supersport class is my all-time favorite and I can tell all of the models apart if I were riding blindfolded; I know them that well. Apart from the latest Kawasaki Ninja ZX-6R, this is maybe because Kawasaki is so ordinary at our place - shock, horror - I've never managed to get excited of riding the 2008 Kawasaki Ninja ZX-6R.

And so I found some excuse to borrow a Kawasaki Ninja ZX-6R for the weekend, driving how with 12,000rpm on the tacho, the 600cc Ninja jumps out of the first turn and streaks down the road, taking in two more gears up to the next turn.

Is the KTM Superduke the perfect bike, not much is said about the KTM Superduke. I see this because no-one has anything bad to say about KTMs these days. They are the perfect motorcycles. Well, there's a lot of enthusiasm for the marque at least.

My experiences of KTM to date are the KTM Adventure, which I thought was quite good. And then the KTM 950 Supermoto. That one was different. It totally blew me away. I mean really blew me away - like my first ride on an RC30 back in 1988 and my first taste of a Ducati 916 at its launch in 1993. It instantly became one of my all-time greats: bottled essence of motorcycle.

So now it's me and the KTM Super Duke. I didn't have time for expectations. I jumped on it and went. Snicking into second, I was considering showing of a wheelie, I felt - instantly - that much at home on it. I resisted the urge, of course, that would've been dangerous and I'm useless at wheelies. It took kilometers to realize how much it shared with the KTM Supermoto.

For some minor repairs we had a Honda VFR 800 for a week, the repairs went well and we take the VFR 800 for a ride. As much as I try not to judge books (bikes) by their covers, first impressions count with me; perhaps a little too much at times. The 2006 built Honda VFR 800 is top condition and it shines as if it just came of the production line.

Thinking of riding the Honda VFR 800 I had visions in my mind of what I would be getting: the benchmark sport tourer, a refined capable all-rounder with the comfort and practicality to put is some serious highway kilometers, plus the handling and performance for some back lane scratching. The best balance of economy and performance from the V-Tech engine, superb performance and safety from linked brakes and ABS, quality build, reliability...etc...etc.

I was starting to worry that anything else I rode from then on would come a rather inadequate second to the Honda.

Setting off to Roi-Et, from the our workshop in Bangkok, with 512 kilometers of mixed highways and roads in front of me, my first impressions weren't quite what I was expecting. Firstly the sheer weight of the Honda VFR 800 surprised me, the quoted figure is 218kg dry, but hauling it off the side-stand it felt twice that. Picking my way gingerly through the traffic on Vibhavadi-Rangsit road, that weight was ever present, the Honda VFR 800 feels top heavy at low speeds: the combination of the curb weight and my short legs means stopping for lights and junctions is less than confidence inspiring, it is surely not a girls bike.

Time to both thanks and sorry to khun Nun: I borrowed her BMW G650 Xmoto for a weekend blast to visit the folks upcountry and ended up holding it hostage for a week. Shame that. On the other hand she doesn't take the Beemer G650 Xmoto for a ride that often this days.

As a result, the BMW Xmoto and I haven't spent a great deal of time together. Don't worry, it hasn't felt neglected, as khun Nun has taken every opportunity to remind me that it's an excellent Supermoto bike. The G650 Xmoto is a bike that you have to pick up by the scruff of the neck and boss about, something she's well used to doing daily, so I guess it comes naturally to the girl.

I'm not such a natural in the saddle, but my confidence has been given a huge boost by the Dunlop's, which are excellent supermoto specific Mutant tires. Yes, I know it's bloody stupid name for a tire, but who cares when you can instantly feel the improvement over the original Pirellis.

If you visit a BMW dealer the message is clear: if you like adventure riding, BMW has got you covered - irrespective or age or ability. If you're competent on two wheels and inspired by long distances, there's the two flagship 1200cc offerings; if you're an entry-level rider looking to develop your off-road skills, there's the new G650 Xchallenge; and if you fall somewhere between the two, then one of these all-new 800cc BMW F800GS machines will suit you down to the ground.

Well, that's the thinking behind the new BMW F800GS and BMW F650G, but what's the reality? Compared to the F650 Dakar - which was something we had experience with - it's clear the new F650GS is a quantum leap forward in every respect. But of greatest interest to us was the new F800GS, a bike whose beefed-up tubular steel frame, 21-inch front wheel, spoked rims, 45mm upside-down forks, 200mm-plus suspension travel, and conventional chain-drive all scream off-road, despite no "Adventure" tag at the end of its name.

The Yamaha YZF-R15 inspired so much confidence and delivered an all-enveloping sense of confidence that it just made a better rider out of me. This year Yamaha celebrates the tenth anniversary of its race-bred YZF-R series; the series that has acquired iconic status world over. The cutting edge YZF-R1 has enthralled sport bike enthusiasts over the last decade while homologation special R7 and R6 made the lineage stronger.

Over the years, the series evolved to such an extent that they are now reckoned to be the sharpest track and road bikes money can buy.

In India though, Yamaha has struggled to preserve its credentials with the 100cc commuter bikes. The RX100 kept the Yamaha flag flying high in its heyday but the subsequent four-strokers failed to even come close to its rivals.

Kawasaki Thailand has chosen this day to launch their new grand-touring Kawasaki 1400GTR, the third flagship in their international fleet after the sportbike ZX-10R and the sports tourer ZZR1400 (for now not available in Thailand).

The Kawasaki 1400GTR, packing 280kg, a claimed 155 horses and 260km/h potential. The Kawasaki 1400GTR is a high performance grand tourer, big power, big speed, loads of weight, panniers, comfy riding position, which goes head-to-head with Yamaha's FJR1300, BMW's K1200GT and Honda's Pan European. It's big selling point over its rivals is its 'sporty' handling.

Like a Kawasaki ZZR1400, but with a big riding position and mirrors. The Kawasaki 1400GTR engine and chassis are loosely based on the ZZR1400, but it feels nothing like it. The 1400GTR is high-up, tall and top-heavy; the ZZR was low and sleek. The engine, with modified internals: different crank, rods, pistons, cams and transmission, plus smaller throttle bodies and reprogrammed fueling, it produces about 155 horsepower plus, not 160 horsepower like the ZZR.

The Ducati 1098 sets new standards when it comes to road bikes. It has, quite certainly, the most useless mirrors I have ever encountered on a bike. Imagine trying to view the road behind through a shard of broken glass gaffered to a very short stick attached to the side of a vibrating fairing and you have an idea. But who cares? I love this bike.

Riding the Ducati 1098 on the road just highlights its track ability. The riding position is much more in the style of a Japanese sports bike with the seat high and bars low, but it isn't uncomfortable, just focused. Well, not uncomfortable next to other sporty machines anyway. If you're used to riding Japanese bikes the Ducati 1098's seating position will feel pretty natural, and if you ride a Ducati 916 it well feel identical!

On the move the Ducati 1098 feels sharp and focused, like a well set-up track bike.

We can consider the Kawasaki D-Tracker 250 one of Kawasaki well kept secrets this one, being one of the first smaller international known bikes official available from Kawasaki in Thailand. The Kawasaki D-tracker 250 comes from a rich motocross and trail-enduro history that can do it all, without the fuss. Key to the Kawasaki D-tracker 250's success is the magnificent 4-stroke, 249cc, liquid cooled, DOHC single cylinder which puts out great power without constant recourse to a factory mechanics to keep it running. Yep, proper off-road performance combined with street bike maintenance schedules means it's an ideal first bike for the not-so-mechanically minded.

The Kawasaki long, one piece seat means passengers aren't high up behind you as they are on a sport bike, bobbing back and forth with every change of speed and making the Kawasaki D-Tracker 250 feel like gremlins have reversed the steering.