After 2500 kilometer my trusty Suzuki GSX-R600 has been returned to it rightful owner. So, would I own one myself?

While I have been very impressed by the Suzuki GSX-R600 the fact of the matter is if I was buying one I would opt for the Suzuki GSX-R750. It has all the GSX-R600's good bits, but with a bit more mid-range. Perfect.

That's not to say the Suzuki GSX-R600 isn't worth considering, the GSX-R600 has genuinely surprised me with its usability. Most of the kilometers I have done has been commuting within Bangkok, and the direct surroundings. The fact it has easily dealt with this mundane task speaks volumes of both the GSX-R600's engine and the comfort of the Suzuki. Unlike some of the current 600cc's the Suzuki GSX-R600 can happily be ridden below 7000rpm.

The Suzuki Hayabusa, seriously fast in an audacious display of corporate one-upmanship. Suzuki named their new hyperbike the Hayabusa, Japanese for a peregrine falcon, the fastest bird on the planet. Back in the real world, the pre 1999 Suzuki Hayabusa models weren't and with a favorable wind and a runway will indicate over 320km/h.

Speed superlatives aplenty, but handles too. The Suzuki Hayabusa trounces the rest in the irrelevant kilometer war.

For what do we need to look if we want to go out buying a used Suzuki Hayabusa. Uneven tick over on pre 2001 Suzuki Hayabusa models could be down to a blocked fuel filter. Early machines came with a extra set of filters at the back of each injector. They look like black plastic washers and clog too easy.

It isn't rocket science, especially if you're a talented and motivated bunch of Austrian engineers. It was the first true road sportbike, the KTM 990 Super Duke, had all who rode it gushing about gentle, giant V-twin drive, the chassis' unparalleled agility and a package that showed up much of the competition as lacking in focus and hardcore rider appeal.

Some grumbled about the bike's poor range; those ballsy with he fuel light and limp with the throttle could see 160 kilometres between fill-ups but a yellow light a less than 130 kilometres was the norm. Other tutted when the bars began a subtle but insistent weave above 160 km/h. So you fix the flaws without messing with the bike's essential rightness.

You fit a bigger fuel tank, up 3.5 litres to 18.5, and tweak the chassis geometry to kill the weave. While the bike's in R&D why not also extend the engine's rev limit by 500rpm, smooth and strengthen the engine's pull with a combination of revised fuel injection mapping and a smaller front sprocket, fit a prettier front cowl with new clocks and bolt on some exquisite radial, 4-piston/4-pad Brembo front brake callipers.

Where does the BMW G650 X-Country fit in? One of the popular bikes of BMW's ongoing mid-life crisis is a bit of an enigma; it's very confused motorcycle. The big, spoked wheels and dual-sport Metzeler Tourances tyres shout 'I'm bouncy - take me off road', while the chunky upside-down forks and Brembo brakes whisper 'I'm a proper Supermoto'. If that's not enough to confuse you, the minimalist dashboard, ABS and underseat fuel tank have 'funky urban bike' written all over them.

The BMW G650 X-Country is an attempt to mix two mutually exclusive worlds and I'm keen to see if it works. Will it sell? The little blue and white badge should see to that, despite the monumental price and relatively low specifications, a claimed 53 horsepower won't set many people's hearths a-pumping. I'll be honest; it didn't do much for me when I heard about it. The half-and-half styling is cute but won't fool many people. It's not really an off-road bike. Is it?

Suzuki launched a new powerful 150cc scooter, that is good news, but what's wrong. Why don't we love scooters? When I say 'we' I mean 'we' the owners of full body road bikes at large, 'we' the motorcycling fraternity and 'we' the simple minded, down-trodden working masses.

The new Suzuki Sixteen 150 and his little 125cc brother are scooters with a kick, powered by a 156cc 4-stroke, liquid-cooled, SOHC engine with a compression ratio of 11.2:1. The Suzuki did clearly not hold back on using the latest technology, so is the scooter electric fuel injection system with ultra modern electronic ignition with and the latest on automatic transmission this all gives the Suzuki Sixteen 150 a impressive fuel economics, never seen before on a full automatic scooter.

The most impressive part about the Suzuki Sixteen 150 is its power performance; the Suzuki Sixteen 150 was developed to compete with the global 250cc scooter market. The Suzuki engine is capable deliver 17 horsepower on the rear wheel in constant drive. Something no transmission bikes in the same displacement range are capable off.

Anyone who compares a Yamaha FZ6 to a Royal Enfield is insane, surely? A state-of-the-art middleweight Japanese sportsbike versus a 60-year-old engine in a prehistoric chassis? No contest, right? Japan wins.

Well, sorry to be contrary, but no. I've just spent a most agreeable day ambling around Kanchanaburi green and pleasant on Enfield's Electra Clubman, having ridden a Yamaha FZ6 140km to get there. And while the Yamaha is very, very good at going very, very fast, the Enfield is even better at going slow.

The Royal Enfield story is short: historic pre-WWI Brit bike maker fails to compete with the Japanese in the Sixties and falls into decay, ceasing UK production in 1970. Meanwhile a factory in India continues to build bikes under license for the Indian market and in 1989 demand is deemed sufficient to introduce them to the European market.

A.P. Honda said that it's almost time for school and it's preparing for this market because in this time families will buy a new motorcycle for kids to go to school.

For this solution the Honda Icon is a new colorful with Automatic Transmission or Icon Automatic, they call it a Special Edition with additional 'Rock Style' and sold under the name 'Honda Icon Rock' specially for Thai teenagers.

The Honda Icon Rock is concentrated on teenager market, with special design, colorful colors, that show its modern trendy fashion look. The body fairing has trendy color combinations with special handlebar protectors. Honda did not change the frame and the under-seat U-box size of the Honda Icon Rock.

The BMW K1200R and the Yamaha FZ1 why are these two 'outsiders'? Well, the last time either of these was in a group test the reviews were less than favorable. Especially when it came to the engines, or more specifically, the fueling. I saw a article about the BMW K1200R, from 2005 : 'It's impossible to ride smoothly when you're trying to be delicate with the throttle.' And another article about the Yamaha YZF-R1 in 2006 said 'Unless the engine's at very low revs, or in the top half of the rev range and dealing with large throttle openings, it's impossible to open the throttle smoothly.'

It was a shame. Both bikes offered more than 130 horsepower at the rear wheel, but getting at that drive was such an arduous, unpleasant experience in was hard to get truly excited compared to other bikes in the same range.

Stopping to fuel up after my first ride on the Yamaha FZ1, I take my lid off. While a Thai boy mans the pumps, I take a minute to stare at the bike, while the pump boy was staring at me. I remember riding the Yamaha FZ1 last year and , frankly, I hated every second on it. But this is.... good. No, it's great.

The Kawasaki Z750, Kawasaki's naked middleweight. The 100 horsepower engine's a sleeved down Z1000 lump. The simple steel tube frame's basically Kawasaki Z1000 too, with some geometry tweaks. It just hasn't sold that well in most countries, even in the more practical, half-faired Z750S guise, but it's huge in Europe.

In France, it's the best-selling bike over 125cc, with nearly 7000 shifted last year, partly because it slips nicely under their 107 horsepower limit, but it's popular all over the Continent, with nearly 20,000 bikes sold per year.

The engine's brilliant: the extra capacity and long stroke give it loads more midrange than its 600cc rivals and it wheelies nicely. It has a raw urgency that, say, the Suzuki 650 Bandit lacks. But when you start to push, it can feel like they skimped on the suspension and brakes: the rear end particularly skips on bumpy surfaces.

Yamaha has made some significant changes for their now fifth generation Yamaha YZF-R1. The fly-by-wire throttle, variable length intake funnels, four-valve heads, six-pot brakes and the new slipper clutch being the most prominent.

So, the question on my ever skeptical mind has been, have these gizmo's and updates made the Yamaha YZF-R1 a more powerful bike that is easier to ride fast? The very simple, and happy, answer is: Yes.

The latest 2008 Yamaha R1 is clearly improved over the previous models. It got more power everywhere, including more mid-range punch, culminating in 159.3 rear wheel horsepower that gives a proper kick as you get the engine spinning higher in the rev range. The chassis mods have also quickened turn-in, possibly aided by the more front-end biased riding position, and the reduced mass of the thinner front discs.