Today I am going to try and combine 3 of the things I have looked at on several occasions in other video’s. Because although any one of them can make a bike great, all 3 together will truly make a genuinely great bike.
The first key point as is often the case when I choose any bike, is reliability, because without reliability it doesn’t matter how good a bike is, it will in my opinion never be truly great.
The second is speed, and to be clear, I don’t mean they are the fastest, but having a bike that is fast enough to keep you properly entertained is always a good place to begin.
The 3rd is the one that can often be overshadowed as dealers and sales reps try to sell us the newest most powerful machines available. That is the price, and all these bikes are bargains when you compare them to any of the newer equivalents.
Together they make a list of truly great, fast, reliable, bargain bikes that will mean you don’t have to sell a kidney or rob a bank to have some real fun.
Some are faster than any of us are ever likely to ride them, and others offer amazing bargains on the 2nd hand market, and yes I am looking at this from the perspective of UK prices, but I would hope at least some offer equally good bang for your buck prices whatever the market, but each market will have it’s nuances.
Before I start I have to ask if you do like the video, try to remember to like it and maybe even subscribe to the channel, I will leave the rest of the plug for the website, Rumble channel and the Kofi group till later, but I do have to say thanks to all my loyal subscribers for sticking with me.
Anyway, to todays bikes, and today I am going to start with the smallest, and one of the cheapest reliable motorcycle bargains out there.
Yamaha Thundercat
That bike, is the Yamaha YZF600R Thundercat.
The Yamaha YZF600R Thundercat isn’t some shiny new beast fresh off the factory floor. It is a seasoned warrior, a veteran of countless miles, and many track days.
So, why the Thundercat? Think of it as a slightly more user friendly version of the fire breathing R6. It’s got the sporty DNA, but with a little more practicality thrown in.
You can bag a great used Thundercat for well under £2,000 now and I have seen some go at under £1000, which is an absolute steal for what you’re getting.
The Thundercat isn’t a pure sports bike, and if you’re planning on chasing down R1’s on track days, you might be disappointed. But for real-world riding, the Thundercat is an absolute hoot.
The engine is essentially a detuned R6 mill, pumping out around 100hp, and that might not sound like much in today’s world of 200hp superbikes, but trust me, it’s more than enough to put a grin on your face.
You need to rev it to get the party started, but once you’re past 6,000rpm, the slick gearbox ihelps you keep it on the boil.
Reliability is Yamaha at their best. And they are built to last. The clutch can be a bit of a weak point, but parts are cheap and its an easy fix. The engine is getting into its stride by 50,000 miles and as long as they’ve been looked after they will serve you well.
The exhaust is prone to a bit of rust, and brake calipers can need a bit of TLC but the build quality is top-notch.
This is old-school cool. You get everything you need and nothing more.
Decent brakes, a comfortable seat, a fairing that offers good wind protection, an engine that loves to be revved and unbeatable value.
The Thundercat offers sharper handling, better braking, and greater durability than most of its day. It is a fantastic all-around motorcycle that is reliable, fun, and affordable ride.
Don’t let the age fool you; this cat still has plenty of bite.
The Thundercat isn’t the fastest, but it wins on usability, comfort, and that fantastic engine, and owners show a love for the Thundercat is undeniable.
This is a bike with character, and a bike that will put a smile on your face every time you ride it.
So, if you’re looking for a versatile, reliable, and affordable motorcycle for under £1500, the Yamaha YZF600R Thundercat offers fantastic value for money.
Next we stay at the smaller end of the market, but don’t let that make you underestimate this bike.
Suzuki GSXR750 SRAD
The Suzuki GSXR750 SRADis a very special bike that has already carved its name into the history of superbikes. But when it arrived it was a bombshell.
It handles like a dream, and although as a track tool the stock forks are a bit soft, that’s an easy fix. You even got a steering damper as stock and although the 6 pot Tokico calipers can be a pain in the proverbial’s to service if left unused, the stopping power was incredible.
Most will have had braided lines fitted by now which was one of their few shortfalls.
Early models were carburettor fed but fuel injection arrived in 1998. Both are great. Power delivery is peaky, but that makes it a fantastic track day tool and it likes to be ridden hard.
The finish was typical Suzuki and the paint wasn’t the best. But find one that is well looked after or look past the fading paint and the SRAD is another reliable bike.
There were some recalls on early models but most will have been done, and although some might consider the SRAD a bit “old hat”, don’t be fooled.
These bikes are a cult classic for good reason. They are a track day tool par excellence with a world of aftermarket parts available.
The SRAD has razor-sharp handling, and enough power to tease the best Superbikes.
Keep it above 8,000 RPM, and work the gearbox for the full effect.
Regular maintenance is key on any older bike like this, but find a good one and they are simply brilliant.
Find one of the ones with an owner who really knows the bike and you are onto a winner.
They will be more expensive than the Thundercat at between £3 and £4,000 pounds now for a good one, but they will only go up in price now, and right now it is a buyers market so don’t be frightened to ask for a deal.
It says something about the Srad when it is already more expensive than many of its newer brethren.
Triumph Daytona 955i
Next we go to a bike I know very well indeed. It hasn’t been out for a while but my Triumph Daytona 955i is a true gem and they are a bargain right now.
Built from 1997 to 2006 there were 2 distinct versions of this bike and each group of owners will tell you theirs is the best. The reality is they are both great bikes, with a distinctive charm, as well as a few quirks.
I will say here though that these are not necessarily a bike for beginners. Triumph pushed the sharp steering geometry to its limit, and maybe even a little beyond that. They can be twitchy and if not handled well they have a tendency to bite back.
The Daytona 955i, was a superbike, but it arrived a little late to the party and was never quite a match for the the Japanese competition.
However the Daytona had something special. That gruff, rumbling three-cylinder engine.
The Daytona 955 wasn’t trying to be something it wasn’t. It was a Triumph, but it was the fastest production Triumph ever built up until that point and offered plenty of thrills.
As with many bikes of the time, the plastic fuel tank can swell a bit with modern ethanol fuel, and although I have never had an issue, the Sprag clutch has always been a Triumph Triple Achille’s heel.
Do look at maintenance schedules, whether thats been done by owners or shops, and to be honest, I think I trust most Triumph riders more than the stealerships to do a good job. So look beyond the service book.
On the road, the Daytona 955i is a joy. They are, planted, but somehow still eager to dive into corners.
On the track, it will holds its own, but the Japanese fours will always have the edge with a rider who can really use the extra power.
Although the big 4 pots will be ahead at the end of the straights, coming out of the corners the Daytona wins hands down. Acceleration in the hands of a good rider is akin to being fired out of a catapult. At some point, you will feel your knees clench harder as the front wheel starts to rise while you are still canted over opening the throttle a bit too quick.
The surge of midrange torque can feel endless, and the rush of power as you climb through the revs is an addiction that is hard to shake.
Triumph ironed out most of the problems during production of the earlier T595, so by the time the 955i hit the scene it was pretty well proven.
The finish is durable, and they can be picked up for a real bargain. Prices now mean you will be able to get a decent 955 for around £1,500 if you look hard and are patient.
Comfort is much better than many of the more extreme sports bikes and the Daytona 955i is a bike that rewards its riders with a unique and exhilarating experience. It’s a rough diamond that is full of character, and I can attest to that myself.
The next bike is a victim of its own success.
Honda VFR800
There were so many sold that buying second hand now you have a massive choice and so prices are lower than they really should be.
That bike is the Honda VFR800.
The Honda VFR800 might not be the VF750, but in its own right it is a bike that has stirred hearts and taken riders everywhere on endless adventures.
It isn’t as fast as some of the bikes here on paper, but it is still far faster than most of the riders out there, and you get a level of comfort that’s perfect when ragging around twisty country lanes.
That V4 engine just sings and power delivery is smooth and predictable with no surprises.
Below 7,000 rpm, it’s all business, pulling you along with a satisfying growl. Then, the VTEC kicks in. and you get a glorious howl above 9,000 rpm. that only the VFR makes.
Handling is neutral, it doesn’t dive into corners, it glides through them, but don’t let that fool you. It’s as agile in the twistie’s as it is stable on the highways.
Build quality is as good as the best Honda’s, and it is one of those rare bikes outside of Harley that has self cancelling indicators.
Reliability is simply legendary. VFR’s are known for their dependability, often racking up serious mileage without major issues.
Yes, the regulator/rectifier can still be a weak point, but many bikes used the same reg/rec with the same issues. Just change it or bolt it onto a heat sink for peace of mind.
With 105hp and 55lb-ft of torque it isn’t going to be the fastest bike here but it may well last longer than all of them.
The VFR 800 VTEC is a fantastic bike that can handle commuting, touring, spirited weekend rides and even the odd track day.
It’s a classy, and capable machine that is definitely worth considering, expecially at some of the crazy prices I have seen this year. £1500 will buy you more with the VFR than it would with most bikes that is for sure.
Triumph sprint ST 1050
Next we go back to Triumph and you will pay a little more than you would on the Daytona, but this is a newer bike.
The Triumph sprint ST 1050 graced the showrooms from 2005 to 2011, and for many, it is the best bike Triumph have ever made.
This wasn’t just a Sports tourer, Triumph engineered this bike to be an absolute weapon.
It boasted the 1050cc engine that many still consider the best of all the triple engines and the chassis gave it truly sublime handling.
The ride quality and brakes are fantastic and although this was a big bike, it handles like a dream, is easy to manoeuvre at low speeds, rock-solid stable on the motorway, and surprisingly agile in the twistie’s.
Yes, it’s not a full-blown sports bike, but in the hands of a good rider it will hold its own with most bikes.
Triumph’s 1050cc triple has smooth throttle response with plenty of low-down grunt, and a screaming top end.
As with the Daytona maintenance is key, and most Triumph owners cherish their bikes, so finding a well-maintained used example shouldn’t be too hard.
It is often compared to the VFR800 and to be honest, the Triumph was a better bike in many ways.
Triumph had a big catalogue of extra’s, so look for a bike that has had anything you want already added and you get a huge amount of bike for the money.
It will still keep up with most things on the roads.
The Sprint ST 1050 is a comfortable, performance bike, with an engine and chassis that are in many ways in a class of their own.
I have seen enough 100,000 mile Sprint ST’s being used year round in all weathers to know the bike’s durability and it is an exciting and capable bike that will stand the test of time.
Do check the rear suspension linkage and chain adjuster, but most owners dote on them. If you are looking at a neglected one it is best to walk away. A good one will come along soon enough. £2,000 is where prices for half decent bikes seem to start and for £3,000 you can get a fantastic bike that’s been truly loved.
The Triumph Sprint ST 1050 is a forgotten hero. A bike that offered superbike-like performance with all-day comfort. So if you are in the market for a fast, practical bike with some real character, you could do much worse than look at the Sprint ST.
Ducati ST4S
The next motorcycle may surprise some and I know there will be the ones who just say NEVER. But I have talked about the Ducati ST2 before, and if you want a bit more bang, the Ducati ST4S may be the curved ball you have been looking for.
Both the ST2 and ST4 produced between 1996 and 2003 are bikes that offer a fantastic blend of sporty handling and comfortable touring ability. The riders seat is more comfortable than the pillion’s, but it is better than its modern equivalents on both.
The ST4S has a retuned engine from the 916 and better suspension too, so that is the one to look for in my opinion, but they are all great bikes.
Reliability is often a concern with Ducati’s, but the ST2 and ST4 are solid as long as they get regular maintenance. They offer great value for money on the used market.
Remember, these bikes are meant to be ridden, not left gathering dust in the garage. A full service history is something to look for when buying any used Ducati, and these are no exception.
The ST4S wins on performance and handling and it will eat up the miles effortlessly, while leaving many sports bikes in the curves.
They’re not perfect, but these are Italian bikes that can provide years of fun.
So if you’re looking for a Ducati V twin bark, the ST4 might just be worth considering.
At a dealers where they can just be used as a crowd puller you may see prices like £4,000, but on the open market I have seen unmarked examples of the ST4S model go for under £2,000, and that is one hell of a lot of bike for the money.
Again look for one of the bikes that was loaded with extra’s from the showroom. They are the real bargains.
Check belts have been done regularly, and that doesn’t always have to mean stamps in the book, but I would say look for 1 or 2 owner bikes. People who have kept bikes longer term have an extra incentive to avoid breakdowns.
Honda Fireblade CBR900RR (2002)
Next, we have a true legend of the sportsbike world and I have to get specific on this one, because the series 1 bikes are already going up in value and are genuine collectors bikes, but in 2002 we got a new generation of the Honda CBR900RR Fireblade, and this was the last Fireblade designed by the legendary Tadao Baba.
In my opinion this Fireblade represents a sweet spot in sportsbike evolution. Later models, like the CBR1000RR, might be faster on the spec sheet, but they gained weight and lost some of that raw, connected feeling of the earlier bikes.
With 149 hp on tap and a weight of just 168kg, it will launch you down the road like a ballistic missile.
Think about that. It weighs in at less than a lot of modern 600’s, and that makes it an absolute joy to throw around corners.
It gives you that pure, unadulterated feedback that makes riding fast so addictive.
The Fireblade’s handling is legendary even when pushed to the limit. It pulls hard throughout the rev range, and although it can take a bit of finesse to get the most out of it, it will still outperform all but the best riders.
This masterpiece of motorcycling history is now as cheap as it will ever get and considering the performance and smiles you will get out of it. The Fireblade offers a visceral riding experience that’s hard to beat.
No electronics clutter this bike and it will take respect to master, but the rewards will never get boring.
The Blade is pretty practical for a sports bike too. The rider’s seat is spacious, and the passenger even gets a good grab rail on the pillion seat.
The mirrors are actually usable unlike most and there’s even some handy under seat storage.
Many consider it the best Fireblade ever made, and it’s easy to see why, so, if you’re looking for a thrilling, reliable, and affordable sportsbike, the 2002-2003 Honda CBR900RR Fireblade is a true classic.
A bike that embodies the pure spirit of riding, and with prices for a good one now below £2,500, the Blade is always worth a look.
Be patient and you may find one for under £1,500 because they do come up, and if you get one it might be the best £1,500 you ever spend.
Next we have a true monster.
The Kawasaki ZZR 1200
At its core was the ZRX’s liquid-cooled, in-line four engine, but the ZZ-R had bigger 40mm downdraft Carbs and the pistons from the ZX-12R, with a rebalanced crankshaft. This gives you a spicy mix of usable power across a massive rev range.
Kawasaki beefed up the chassis for better handling, and the steering geometry was more aggressive than the Busa or Blackbird making it more flickable and it defied its weight in the curves, despite a reinforced steel subframe that made carrying a passenger and luggage more practical too.
Suspension was taken care of by big cartridge forks with adjustable preload, while the rear shock offered remote hydraulic preload adjustment and four-position rebound damping.
The ZZR1200 also got a bigger fairing and windscreen than the ZZR 11, and a bigger 600-watt alternator was used to make sure the bright multi beam headlights and integrated turn signals up front had plenty of power even when any extra gadgets were added.
Kawasaki created a more relaxed riding position. But the key here was that engine, it could flatten your eyeballs with its brutal acceleration. In the showroom’s they said over 158hp at the crank, and on a dyno, it churned out over 140hp and around 168 Nm, or over 120 lb-ft of torque.
On smooth, sweeping turns, the ZZ-R felt like it was on rails, but it entered a crowded market and didn’t sell as well as it should have.
Good grab handles, plenty of legroom, no vibrations, practical storage under the seat and a 6 gallon tank made it a powerhouse with a decent range too.
It was a bike designed for the autobahn, and the ZZ-R1200 never sold well enough, but they were a great bike and are such a bargain now that you will have some money left to just keep filling to tank and heading on to the next stop, wherever that might be.
Prices on these may shock you now when you consider what you are getting.
The engines are never overstressed because they had so much power in reserve, and overall build quality was great. Mix that with owners who want a reliable touring bike and you can see why these bikes last so well.
£2,000 is where I would start looking and I saw one very tempting low mileage, fully serviced bike go recently at £2500, that looked like it was straight out of the factory.
Remember, never be frightened to walk away after making an offer.
Next we have another legend
The Aprilia RSV Mille
The series 1, Aprilia RSV Mille is a bike that’s been turning heads and sparking debates for years, but the 1998 to 2003 Aprilia RSV1000 Mille is a case of pure engineering brilliance that won’t break the bank.
This is a pure bred sportsbike with stiff suspension, but on smooth, fast roads, it is a perfect blend of ferocity, stability and agility.
At the heart of this beast is one of the most glorious engines ever built. The 60-degree V-twin is a compact dry sump powerhouse, that embodies the Rotax name.
At low revs, you get that beefy V-twin grunt, but when you hit the midrange, it pulls like a rabid Rhino and just carries on delivering power through the redline and beyond.
Now, let’s be honest, Italian bikes do have a bit of a reputation. But the Mille actually holds up pretty well, especially compared to the Ducati’s of the same era.
They aren’t without flaws, but the engines will clock up serious mileage without complaint.
Listen for noisy sprag clutches and check for electrical gremlins, and remember, the Aprilia community are strong.
The Mille offers incredible value now and there are some serious bargains to be had.
128hp might not sound so much now, but with a lightweight aluminum twin-spar frame, Brembo brakes, and fully adjustable suspension you get a serious performance package.
With prices now starting at under £2,000 you can get a storming bike that will go faster than most of us would ever dream of if we are honest.
£3,000 would be considered a high price, but look at what you are getting. If it is in showroom condition, it may be worth it. Prices will not get any cheaper.
The Aprilia RSV1000 Mille is not perfect, but it’s a bike that will put a grin on your face every time you twist the throttle. And if you take the plunge you’ll be rewarded with a riding experience unlike any other.
Next I am going to look back at a bike that many underestimate and in some ways we go back to the beginning of the video. You see, the Yamaha Thundercat had a bigger faster brother.
Yamaha YZF1000R ThunderAce.
That bike was the The Yamaha YZF1000R ThunderAce
The ThunderAce roared onto the scene between 1996 and 2003 and it could seriously shift when you gave it some beans.
They are easily overlooked but for the money they offer incredible performance.
Think of it as a more comfortable R1.
It’s “old school” in the best way, with a decent pillion seat, a big fairing that’ll keep you comfy on long fast rides, and even plenty of luggage mounting points for those weekend trips away.
These were the first bikes graced with the fabled blue spot calipers that were used on the R1 and many later Yamaha’s and gave you two-finger stopping power that puts many newer bikes to shame.
That YZF750R-derived chassis was sharp, and years ahead of its time. The bike had a broad, comfy seat, less extreme riding position, and a big protective fairing for a more comfortable ride.
Yes you can scrape the undercarriage if you get too enthusiastic in the twistie’s, but this thing was raced in the Isle of Man TT, so it’s got plenty of go.
You’ve got an engine that was the next stage of the fabled FZR1000’s development and although 147hp might not sound earth-shattering in today’s world, the wide torque curve will remind you of bigger bikes and it is still far faster than most of us.
Bikes that have seen a lot of winter riding can suffer, but mechanically, these bikes are solid and proven.
One thing to check is that the EXUP valve is working. It can be a bit of a pain, but keep it clean and lubricated, and it’ll keep the bike singing. They do drink a bit of oil, but just keep an eye on the levels and top it up when needed.
Fuel capacity is a decent 19 litres, seat height is a manageable 795mm and it weighs in at 198kg. Compare that to the modern era and it sits closer to the weight of the full on Superbikes than the tourer’s that is for sure.
Suspension is fully adjustable front and rear, and with a strong engine, sharp brakes, and easy handling it is a dependable and capable bike with speed, stability, comfort, and a good tank range.
Power delivery is relentless and my only gripe would be that it would have been better with a sixth gear we had called for since the FZR.
Overall the Yamaha YZF1000R Thunderace is a fast, powerful, comfortable, and affordable sports tourer with a touch of class, and it’ll keep you grinning from ear to ear as you eat up the miles.
This is another bike with prices starting at under £2,000 and I have seen showroom condition bikes with relatively low miles go for under £1500 recently. they will go faster than most of us can and you get the raw feeling of all that power with no electronic tomfoolery in between you and the bike. So what is there not to love?
No its not at R1, but it is a lot comfier, and is still as fast as lightning.
Last on the list today we have a bike that can be picked up for stupid money now.
Once the fastest bike in the world, that bike is the Kawasaki ZX10B Tomcat.
Kawasaki ZX10B Tomcat
The 1988 Kawasaki ZX-10 wasn’t just another bike. It marked a turning point for Kawasaki after a bit of a mishap.
Prices now start at under £1,000 and even the best will struggle to find a buyer wanting the part with more than £1,500 for one, so the bargains are out there.
The GPZ1000RX never quite made it as a replacement for the beloved GPZ900R Ninja, but 2 years later, Kawasaki rolled out the new ZX-10.
The ZX-10B would cruise at a relaxed 70mph all day long.
It wasn’t the razor-sharp superbike the modern ZX-10R, is, but it is a ballistic, comfortable, mile-muncher with a hidden beast waiting to be unleashed.
The 997cc four-cylinder engine purrs like a kitten at low revs, the fairing and tall screen keep the wind at bay, and the wide seat and plush suspension make for a surprisingly comfortable ride.
But a quick twist of the throttle, and the ZX-10 surges forward with a rush like the wind and the roar of a tiger.
This bike may be old, but it’s still got plenty of punch.
The engine was never the weak point of the RX, but nevertheless, Kawasaki pulled out all the stops to give this thing as much power as they could.
They bumped up the compression ratio, lightened the internals, redesigned the valve train, and enlarged the airbox and valves. The result was around 137hp at 10,000rpm and that was a 12hp jump from the RX.
Some UK bikes were restricted to 125hp, but swapping the carb tops for the ZZR11 ones released the full power quickly and easily.
But the game-changer was the chassis. The ZX-10 was Kawasaki’s first twin-spar aluminum frame, it was lighter and stiffer than the RX’s steel chassis, and with thicker front forks and larger 17-inch front and 18-inch rear wheels it transformed the ZX-10’s handling.
It was aalso 16kg lighter than the RX and even 6kg lighter than the GPZ900R.
But it wasn’t a true Sportsbike, I would say it was the first in what became a long line of truly legendary high speed bikes that would now be called HyperSport bikes.
It was more at home on the open road for weekend trips away with a passenger than on the track. The ZX-10 ate up the miles with a poised ride that was both fast and comfortable. Sitting on the bike, it feels tall and positively roomy by today’s standards.
One American magazine clocked a full-power ZX-10 at 168mph, and you can see from the Autobahn footage at over 260kmh that sounds about right.
The ZX-10 always inspires confidence when it comes to high speed stability. It’s a practical superbike, with a comfortable dual seat and sturdy grab rails for your passenger, and even luggage hooks under the seat.
The Kawasaki ZX-10B Tomcat might be a blast from the past, but it is a reminder of a time when sportbikes were more practical and comfortable as well as fast.
Honourary mentions
I do have to add some honourary mentions at the end today. Both the Honda CBR1100XX Super Blackbird and the Yamaha FZR1000 EXUP could be on this list. Both are amazing bikes and I have featured them elsewhere. The Super Blackbird and the EXUP have already featured in the bargain bikes of the 90’s and the fastest bikes of the last 100 years video’s and both have reached that point where prices have begun to turn a little.
Many of the bikes here will become future classics and these 2 are no exception, but as always, I have to stop somewhere.
Let me know what bikes you would have included in the comments below, and don’t forget to check out the other video’s linked in the description.
Thanks as always to everyone, but especially the BAREBONESMC family who support me with donations to make this all possible.
