most powerful bikes

BMW launched the RR in 2009, their first crack at making a superbike, and it set the world on fire. The 193hp 999cc machine thrashed every other bike in its class and four years later its only real close rival is Kawasakis ZX10R. The 190kg dry weight is heavier than it seems and many riders compare the size of the RR to a 600cc machine. Other than a fairly serious recall where connecting rod bolts were coming loose, reliability is said to be good. We recommend forking out the extra ?465 for the BMW Motorsport paint job that not only looks awesome but will also retain its value better. For ?13,735 you can have one of the fastest and best handling production bikes in the world. How lucky are we motorcyclists?

An extra ?3,000 will get you the S model over the standard 1198, which gets you some serious bling. The S has traction control,full ?hlins suspension, an adjustable ?hlins steering damper, and lighter seven spoke Marchesini wheels, which brings the claimed overall weight down a further 2kgs to 169kg. Making the same 170hp as the 1098R, the 1198S is a smoother, more docile, and refined animal.

No trellis frame, a claimed 195hp, revised brakes and enough electronics to make the bike ride itself, the Panigale is something very special. The Superquadro engine has the best traits of a twin but is happy to rev like an inlinefour. Its smooth off the bottom end and a completely different animal to the 1198 its a refined package but faster than ever.

So much more than just a baby 1098, Ducati made an entirely new engine for the 848. Weighing 168kg and making a claimed 135hp, the 848 is by no means miniature. It misses out on the Brembo Monoblocs of the 848 EVO but retains its impressive midcorner stability. Its all the bike youll ever need and a clean second hand example will only set you back ?6,000.

Introduced in 2006 after a series of 4cylinder Daytonas, many thought that Triumphs 675 3cylinder supersport was a passing fad, an engineering anomaly that wouldnt hit the sweet spot. After all, if the Japanese were sticking to 4cylinder machines, what did Triumph know? Well, the 675cc never cleaned up in racing but it was an instant success for Triumph. A near perfect blend of torque and hosepower in a usable chassis made the 675 the choice for novice riders and old hands alike.

Perhaps one of the maddest looking sportsbikes on the market, the RC8 makes a true 133hp from its 1148cc vtwin engine. It has plenty of room for taller riders and sublime handling kept in check by fully adjustable WP suspension and Brembo brakes. Early models could do with a Power Commander to smoothen out the power curve. To be that extra bit madder, get the R edition.

Now dont get too excited there, the 312R doesnt really do 312kmh (194mph). The moniker is merely a celebration of the fact a modified MV F4 once did a satelliteverified 311pointsomething kmh. Flat out. Possibly down a big hill. Making almost 170hp, the 312R was 9hp up from its predecessor thanks to titanium valves, new cam profiles and an increase in throttle bore. Although the MV was overshadowed by the excitement surrounding the Ducati 1098, its still massively impressive when you consider the nearrace spec forks, racespec wheels, that gorgeous exhaust and quality rearsets. It cost ?14,750 at launch, you could almost call that a bargain.

In 1998, the 955i succeeded the T595 Daytona Triumphs litresportsbike. The 200106 Daytona 955i gained more power, had a few more mph at the top and weighed 4kg less.Billed at 147hp, it actually only punts out around 110hp on the dyno. A decent spread of power, 50mpg economy, and cheap secondhand prices make the 955i a good realworld sportsbike option.

In 1998 Aprilia launched the fast and affordable RSV Mille. Whilst the Vtwin has handed over its flagship status to the new RSV4, it doesnt make the Mille any less of a gem. The fuelling is beautifully smooth and the gearbox shifts slickly. You can almost forgive the woefully underpowered engine (115hp is typical) when you feel the linear power delivery. The grunt is there almost regardless of gear choice, shoving the big bike forward with a strong, insistent surge thats the sensible side of silly.

Low down the RS is rideable, if a little slow. Hit 8,000rpm and it all changes; the exhaust note switches to a highpitched waaaa and the little RS flies, until it runs out of puff at around 11,000rpm where it simply stops revving as though it cant draw enough fuel in. Handling is razor sharp and the brakes have more than enough bite for this 125kg flyweight.