Honda

Honda VT125 Shadow

You've got to stare hard at the Shadow before you realise that what you're looking at is just a 125cc motorcycle that you can ride on L-plates.
Designed with classic American styling, the Shadow VT125 has the presence of a much larger machine, thanks partly to the heavily finned motor.
But don't let the fins fool you - this is no basic air-cooled unit. The smallest Shadow is a liquid-cooled, eight-valve, single-overhead cam 90-degree V-twin with an 11.8:1 compression ratio.
Its beautifully executed details include a teardrop petrol tank topped by a glittering, chrome finish speedometer, wide handlebars and deeply styled 'fenders' draped over wide, wire-spoked wheels, all underlined by a chromed two-into-one exhaust.
Power output is 15bhp at 11000rpm, substantially more than that other popular Honda lightweight, the CG125. That pumps out just 10.5bhp at 7500rpm.
The five-speed VT125 needs the extra poke because, at 145Kg, it tips the scales a whopping 38Kg more than the CG. But the weight gives the VT a solid, dependable feel - just what you'd expect of a cruiser.
Seat height is a lowly 680mm (27in) so planting both feet firmly on the ground when you stop shouldn't be a problem for anyone.
With Honda reliability and 8000 miles between services, the Shadow VT125 is a very attractive package.

Honda VTR1000 Firestorm

Honda took a look at the competition and noticed that they were selling shed-loads of V-twin sportsbikes. And guess what? They didn't have one in their line-up.
So in 1999 they introduced the VTR1000F FireStorm, with an all-new 996cc dohc four-valve 90-degree V-twin engine that doubled as a fully stressed frame member, with the swingarm pivoting through the rear of the crankcase.
Honda boasts that the FireStorm has a flywheel mass specially tuned to emphasise the engine's dynamic feel of V-twin acceleration, but with a top speed of 150mph and 108bhp on tap the VTR1000F is more of an all-rounder than the Suzuki TL1000 or Ducati's more focused twins.
The suspension on early models was criticised as being too soft at the front, with an over-sprung and under-damped unit at the rear. And the exhaust too damn civilised. Maxton Engineering (01928 740531) will sell you a new rear shock for about £475, and re-valve the front fork.
If there is one weak point with the early FireStorm it is fuel consumption - expect little more than 30mpg, and only 105 miles to a tankfull.
The FireStorm was revised in 2001 with new colours and graphics, a more upright riding position, upgraded suspension, and the desperately needed bigger fuel tank (increased from 16 to 19 litres, enough gas for 125 miles). You also get new clocks and Honda's latest HISS security system.
If you really wanted a Ducati, the FireStorm isn't going to satisfy that need. It simply hasn't got the on-road presence, or the ability. And it can't compete with Suzuki's TL1000S if you are after a mad sports twin.
But the Honda is more refined and easier to live with. Running costs will be cheaper too, with a major 8000-mile service only taking 2.5 hours. And there's always the VTR1000-SP1 if you want performance and refinement.

Honda VTR1000 SP

Honda's VTR1000 SP-1 V-twin supersports bike was launched in 2000 as a direct attack on the big twins from Ducati and Aprilia. And Texan Colin Edwards proved how just how right the Honda was by taking that year's World Superbike championship. But the SP-1 was no match for the 998 Ducati in the showroom - even though it was £350 less than the £10,700 Duke.
So when Honda started to look at the successor to the SP-1, its development team consulted the racing engineers at HRC. They singled out all the major points where improvements could be made, and then searched for ways to apply these changes to the new production machine. And they wanted to do this in a way that would improve upon its sporting potential, without draining the bank accounts of those wanting to race it.
But Honda stopped short of going for the sort of all-out performance that might leave the majority of riders behind with a feeling of the SP-2 being even harder to ride well. The 988cc DOHC eight-valve motor received only minor upgrades over the SP-1 unit. Improvements to the SP-2's long-term riding comfort and ease of use were top priorities. A tall order, to be sure, but if anybody could do it, Honda could?
While the SP's external looks haven't changed that much, its feeling of rigidity and responsive control has been radically upgraded. Its most noticeable changes can be seen in the new swingarm and the frame's stronger engine hanger forgings, which are all virtually the same as that featured on the Works machines. Not so easily seen, though the results can certainly be felt, is the work that was concentrated on the SP's fuel injection settings in order to realise smoother, stronger and more responsive power output.
The SP-2 doesn't require top level riding skill to take advantage of its excellent balance of performance and handling. The ride is exciting and aggressive, but not too narrowly focused, so it provides greater rider satisfaction over the long run. And with the new white and black colour scheme taking its cue from the distinctive look of the 2001 world championship Castrol Honda World Superbike Works machines, Honda hope to pinch more sales from the Foggy brigade.

Honda XL650 Transalp

When Honda's "Rally Touring" Transalp appeared on the scene back in 1987, the road and trail-going V-twin breathed fresh life into the middleweight class. Based in part on the Paris-Dakar racers, the Transalp might have looked like a rugged desert stormer but it offered superbly comfortable ergonomics and the ability to cruise motorways with remarkable ease.
Now into its third generation following an upgrade in 2000, the latest Transalp is up against bigger Adventure Touring motorcycles but still delivers.
New for 2004 is the beautifully contoured aerodynamic fairing over the original box-section steel frame. It has given the old stager a new lease of life in a market segment where competition is fierce. But fair do's - the new fairing vastly improves comfort on long-distance trips. Deflecting wind off rider and passenger, its sleek design integrates a large multi-reflector headlight and indicators into its shapely curves.
Honda's Progressive Pro-Link rear suspension and 41mm fork stanchions soak up everything from potholed tarmac to bumpy rutted trails. There's lots of ground clearance, and the riding position is ideal for town use.
Lighter than the original 600, the 650 is better balanced. The liquid-cooled 647cc V-twin delivers abundant torque for stronger low-to-midrange power coupled with smooth performance for two-up touring capability, especially at higher speeds and when passing slow-moving traffic on the mountain passes that give the Transalp its name. But this tourer is mild rather than wild. The Transalp's major selling points are reliability and versatility. Its engine will simply run and run if serviced regularly.
A new anti-rust treatment has been given to such components as the wheel spokes and nipples, disc brake rotors and other less visible parts to fight off corrosion and increase the Transalp's long-term dependability. The alloy rims are shod with diamond patterned dual-purpose tyres which give excellent control on high-speed motorways. In keeping with the latest safety regulations, the Transalp gets an always-on daytime headlight.
Dry weight is only 191kg, but to help shorter riders enjoy the Transalp without worrying about dropping it at the traffic lights, an optional 30mm lower and narrower seat is available. Other optional accessories include large volume panniers and top box, taller windscreen, and an advanced radio/CD player/communications system.
The new Transalp is available in three colour variations for 2004. We like the vivid pearlescent blue with a contrasting metallic silver best, but you might prefer the subtle metallic black or a sparkling metallic silver. Buy if you value a known quantity over more fashion-conscious newcomers.

Honda XR125L

Honda's new XR125L might look like a refugee from an American enduro, but you're unlikely to see this single cylinder four-stroke hitting the dirt too often.
But if you're stuck with L-plates and want something a bit more ballsy than a CG125 then the XR fits the bill.
It could do with a bit more oomph - the engine delivers just 8.3kW or under 11bhp - but the rugged and reliable air-cooled 124cc single-cylinder four-stroke engine is tuned for low-to-midrange performance.
That's just the sort of power delivery you want for getting away from other traffic when the lights hit green, and the five-speed box should keep you in front until you reach the next set - which will be at red. A drilled 240mm disc up front and a 110mm drum at the back take care of stopping.
The XR might have motocross styling, but the seat is only 820mm (32in) high and with pliant suspension even a short-arse should be able to get both feet on the ground. Plastic bodywork helps keep the weight down to 116kg (255lb). An electric starter combines with maintenance-free digital electronic ignition to ensure quick and easy starts.
Built on a rugged, semi-double-cradle steel tube frame the XR125L offers optimal strength, rigidity and light weight for quick, assured handling over virtually all road conditions. The large, 12-litre fuel tank allied to the XR125L's fuel economy offers real long range riding and is good for up to 190 miles or a week's worth of daily commuting between fill-ups.