The Tiger Boxer 200 is probably one of the biggest mysteries in the Thai motorcycle market. Not much information is available about the Tiger Boxer 200, which on its own is not a bad bike at all. The Tiger Boxer 200 was developed with the help of Italian sporty motorcycle manufacture Cagiva Motors, and for a short moment also marketed in Southeast Asia as the Cagiva F4.

The Tiger Boxer 200 is powered by a single cylinder, 4-stroke, 4-valve, SOHC, air-cooled, 198.19cc engine, with a relative large 69mm bore and 53mm stroke the engine produces a compression ratio of 9.2:1. The transmission of the Tiger is a constant mesh 5-gear transmission, with a manual, multi-disc wet clutch. CDI Magneto ignition system similar to what can be found on Cagiva bikes.

Little over two weeks ago we wrote a review about the Suzuki DR-Z400S motorcycle, from the showroom we already upgraded the 9.9 liter fuel tank to a much larger 15 liter fuel tank. But what can we more modify to make our bike look and performance better, not that the bikes performance is a issue.

There are enough bolt-ons available for the Suzuki DR-Z400S, but are they any good? We first went for the recommended Dynojet kit. The hot setup is to cut a 76.2 by 76.2mm hole in the top of the airbox; these simple mods, plus a Leo Vince X3 aluminum silencer/spark arrester, delivered near-stock silence and a huge power improvement.

And when you're starting with about 37 horsepower, you need all the help you can get. We mounted a smaller Renthal aluminum handlebar, in the stock RM/DR-Z bend.

Suzuki Bandit 1200, built back when naked bikes were just starting to get some traction, the Suzuki Bandit 1200S was a lot of motorcycle for the money and remains so today.

Powered by an 16 valve, 4-in line cylinder four-stroke 1157cc engine, with a bore of 79mm and a stroke of 59mm producing a compression ratio of 9.5:1, which is basically a enlarged version of the venerable air/oil-cooled Suzuki GSX-R1100 engine, the Suzuki Bandit puts 110 horsepower at 8800rpm to the rear wheel, good enough for a fast getaway, yet its upright driving position mean you don't have to assume the position while unraveling your favorite candy bar.

The throttle handling of the 4x Mikuni BSR36 carburetors,equipped with throttle position sensors (TPS), is nice.

The Yamaha Spark 135i, or Yamaha T135 as the experts call the motorcycle. To be honest the Yamaha Spark 135 has many names in the Philippines the Spark is known as the Yamaha Sniper and in Indonesia as the Yamaha Jupiter MX and some parts of the world the Yamaha Spark 135i is known by the simple name of just Yamaha 135LC.

The Yamaha Spark 135i is a small underbone bodied motorcycle which is also the motorcycle with the second-largest displacement in its class. The Yamaha Spark 135i is powered by a SOHC 4-valve 4-stroke liquid-cooled forward-inclined single DiASil cylinder 134.9cc engine. With a 54mm bore and 58.7mm stroke, producing a compression ratio of 10.9:1. Yamaha uses for the Spark 135 a Die-cast aluminum cylinder (DiASil), which offers better heat conductance to dissipate excessive heat more easily. The light forged piston can normally be found in high performance race engines.

High-minded, bevel-booted sportbike purists and disciples of the Committed Riding Position will dismiss the Kawasaki Ninja 650R, or ER-6F. It's not big or bad enough to inspire awe in all whom cross its path. It cost almost as much as a cheap new pickup truck. And it bears little resemblance to the sort of thing usually flung around Daytona or Misano or the Sachsenring by brave men in expensive leathers on Sunday afternoons.

And you know what? Such up-market elitists will miss the boat. You know why? Because it's fun. Contrary to popular mythology, fun is not all about money. It's not about impersonating Casey Stoner on Saturday morning, either.

The Kawasaki Ninja 650R, if you think this one looks a bit different from its predecessors, it is. The Kawasaki Ninja 650R idea started with questions about what riders want, aiming at a comfortable target that would inspire confidence and toothy grins in riders at either end of the sportbike learning curve.

Contrary to what you might think, hitting a target that big is lot harder than zooming in on a small one.

I don't know why I'm enjoying this so much. Yamaha's planned route for its new 2008 Yamaha MT-03 includes one of Europe's best roads, a ribbon of tarmac that hugs the spectacular Costa Brava of Northeastern Spain. As tourist in this South European country, I can't find a thing; it is because I've gotten lost.

On another bike I'd be going mad with frustration. But the Yamaha MT-03 rental bike is so maneuverable and zips through city streets so sweetly; I'm having a good time just blatting around town. The famous Road of 320 Bends did live up to its reputation when I finally found it. Even so, I ended the day as impressed by the bike's usefulness in town as I was by its cornering ability.

This ability to make the best of a dull road is one of the attributes the Yamaha MT-03 shares with the Yamaha MT-01, its predecessor in Yamaha Torque Sport family. Along with those matching initials, the two share a design brief that rates style and character as important as performance.

The forgotten man and lone 1200 of the Harley range - the understated but appealing XL1200N Sportster. The strangely named Harley Davidson XL1200N Sportster Nightster and the Harley Davidson XL1200C Sportster Custom, each taking the former basic roadster in a new direction.

The Custom receives all manner of chopper style goodies: gallons of chrome, cut-down king and queen seat, wire wheels and such like. But it's arguably its brother, the XL1200N Sportster Nightster, which is the more radical and interesting of the pair.

Although its slim lines, peanut fuel tank and roadster cant remain faithful to the classic, basic 1200, the new XL1200N has got much more of a makeover than either its lines would suggest, or any bolting on of catalog's-full of shiny goodies could allow.

I've always held that a good dirtbike is a great streetbike, and our 2008 Suzuki DR-Z400S long-termed has been proving me prophetic ever since I launched a leg over it. There is simply no other motorcycle I know of that can do everything I want to do, from single-track, high-mountain dual-sport ridding, to canyon aerobatics, to horizon-inhaling combat touring - and do each nearly as well, if not better, than the specialists bikes I know
In Bangkok, the Suzuki DR-Z400S is light, comfortable and deliriously whippy. If a hole opens in traffic, it's through it like a hornet up a pant leg; it's like driving a small displacement bike with supercharger. And if you don't like the way traffic is going, you can always improvise - over the curb, along the shoulder or across the roadside noodle shop (Tickets from the boys in brown, are your own responsibility).

At stop signs the wide steering bar upright stance and impeccable balance let met stop without putting a foot down. And wheelie away, feet on the pegs as Suzuki intended. On the freeway, the DR-Z400S is surprisingly capable for a 400cc 4-stroke 4-valve single cylinder liquid cooled engine.

Ducati 748 Biposto, this motorcycle is the best 750cc I've ridden. The Ducati was manufactured from 1995 to 1999. Although the Ducati 748 Biposto, as a model, remained available until 2003.

At first sight it's your poor men's Ducati 916. But have another look and you discover that the chassis is, with exception of a narrower 180-section Pirelli Dragon and a lighter chain, identical to the exquisite bigger Duke. Same chrome-molly trellis frame, Showa suspension and top quality Brembo brakes; same adjustable head angle geometry and dimensions.

The eight-valve 90-degree angle V-twin Desmo is no sleeve-down job either. The Ducati 748 Biposto has lighter flywheels and a shorter stroke, new cylinders, pistons and conrods with a compression ratio of 11.5:1, were cunningly installed to make it rev 2000rpm harder, all the way up to 11,000rpm, transforming it, in Ducati terms, into a thrash-happy nutter.

The '95 Honda VRX400 is, spiritually at least, a cross between traditional Japanese roadster, such as the 400 Bandit, and the classic Harley-Davidson Sportster.

At its heart is a liquid-cooled V-twin from the in Asia popular Honda Steed 400 Custom. But, Honda being Honda, it has re-engineered the enigne in a bid to create more character - in a similar way to when it redesigned its VT1100 Shadow Ace to emulate classic Harley feel

At low revs it's rough and tough, with both bar-ends visibly shaking, but is also respectable torque for a 400cc. Then, in the midrange, the V-twin pulses smooth out to develop regular and smooth power all the way to 8000rpm. According to Honda, irregular, or plain lack of vibration can induce tedium of fatigue, and the VRX's deliberately engineered pulses are, it claims at the time, more comfortable and relaxing, in the same way as birds singing, waves, winds and the human pulse.