20 Best Sounding 4-Stroke Motorcycles Ever Made

To me, one of the things that makes riding a motorcycle such a visceral experience is the sound. So in this, the first in a series of videos, that is exactly what I will be looking at.

Now any list is subjective, but this one is probably more subjective than most, so if I leave out a bike you think sounds better I’m sorry, but you are free to add it with your comments. I do always say to people, the comments can reveal a lot as well as the videos.

Sorry the last couple of months I haven’t been posting as many big videos as usual but I have been away and have a lot of catching up to do.

The T-shirts and printing have taken a back seat this year but I need to spend some time updating the shop. There are always discount codes that come up on the redbubble shop too, so its worth signing up so that you find out when a discount is on.

Anyway, I’m back for now.

I have decided to split this into 3 videos, The first one for the 4 strokes and the 2nd for the 2 strokes. Comparing them is impossible, so I decided to deal with them separately.

Then there is a third video where I look at 5 motorcycles that just cant be compared to anything else..Poss add turbine engine

So today I will start with the 4-strokes.

Trying to thin this list down has been an almost impossible task. Even doing a top twenty, there are many fantastic sounding bikes that couldn’t be included, but as I often say, I have to stop somewhere.

This one has been in the making for a long time and I know you appreciate the work that goes into the videos, but I know the gods of YouTube don’t always reward good videos or do what they say they will.

I’m sure you have noticed the not so helpful changes in the way the search results are presented, and It is getting more and more important to get the videos shared by people, so if you use any forums or groups on any social media, then please share the video with them to help spread the word, and try to remember to like the video and subscribe to the channel if you enjoy it. It does all really help.

So, jumping in.

At number 20 we have the Honda CB350/4.

The Honda CB350 Four was made for just 3 years, from 1972 to 1974. It was far from a great sales success. It isn’t the biggest or fastest bike or the highest revving engine, or particularly out of the ordinary in many ways, but there is something about the sound that just makes me smile.

One of the smallest four cylinder production engines built at the time, it had a faster revving engine and a slightly higher pitched tone than its bigger brothers.

It would happily rev past the maximum power point of 9,500rpm and when being ridden hard, with no water jacket to dull down the sound, they just sound like an engine that is in harmony with itself.

With the standard 4 into 4 exhaust and big airbox they ran great, but the sound was muted, open them up with some bell mouths on the intake and a good 4 into 1 mega and they would scare children and pets with the best.

I guess this would be the time to try and explain why to me, its not just about how loud the pipes are, but id rather just let the bikes talk for themselves. So I will leave a short segment between each bike so you can enjoy the sound uninterrupted. I have included timestamps for you so you can jump between bikes if you want to.

Next we have four bikes from the late 1980’s. These were four pot 250cc motorcycles built primarily for the Japanese market, but often shipped elsewhere as grey imports. They were screamers, built for a very niche market, and they are hard to separate in many ways.

At number 19 we have the Suzuki GSXR250

The Suzuki GSXR 250 arrived in 1987 and weighed just 138Kg or 304lbs. It produced 45HP at 14,000rpm, and had a 17,000rpm redline.

At 18 we have the Honda CBR250R and the subsequent RR models

Honda also released the CBR250R in 1987. It was a little heavier than the GSXR250 at 153Kg or 337lbs and hit its 40HP maximum power at 14,500rpm, but it will keep revving up to its 19,000rpm redline.

At 17 we have the Kawasaki ZXR250 Ninja

Kawasaki gave us the ZXR250 Ninja in 1989. It weighed 141Kg or 310lbs and produced the same 45HP as the Suzuki GSXR, but it revved higher with max power at 15,000rpm, and a 20,000rpm redline.

Ahead of these very slightly

At number 16 I put the Yamaha FZR250

First to hit the market in 1986 the Yamaha FZR250 weighed just 140Kg or 308lbs. It produced 45HP at 14,500rpm and had a more than achievable 18,500rpm redline. The sound was truly astounding, producing over 300 detonations every second at maximum revs. Those 20 valves bounced around in that twin cam head faster than on any production bike before.

Honda, Suzuki and Yamaha all released further models with more R’s in subsequent years, but it is these original 4 bikes that are the ones I love the most. They had a real “Rawness” that was gradually smoothed out on the later models.

Everyone tried, but no one could beat the benchmark that Yamaha had set. Suspension, brakes and steering were all improved but the first model FZR engine was unbeatable.

All these motorcycles do have a similar sound, but listen closely and you will hear that they do have different tones. The final sound will always be affected by tuning and aftermarket cans too of course.

Next we start to get even more contentious, because there is probably not one of the next 15 bikes where someone won’t jump up and down shouting “but that should be number 1”.

Remember, these are all truly great sounding bikes. No one bike would be number 1 for everyone.

At number 15 we have the Ducati 916 SP, SP2 and SP3.

I mentioned the 916 in the second of the “Exotic Italian Motorcycles” videos linked above. Here I chose this model, built from 1994 to 1996, because of several reasons. Although maybe not the air cooled Ducati you might have expected, the 916 SP didn’t pull it’s maximum power of over 130HP until 10,500rpm.

It took over ten years for Ducati to make a higher revving superbike engine. That was the Ducati 999R Toseland rep built in 2005. By then, a catalytic converter and other changes had calmed the frantic noise of the engine and exhaust significantly, so although it revved higher and made more power, it didn’t quite sound like it did.

This whole era was driven by the Cagiva takeover and the Castiglioni brother’s obsession with racing. The engine design and development was pushed forward by the Cagiva Research Team and overseen by the great Massimo Tamburini himself.

These bikes had the low down guttural growl of the older air cooled Ducati’s exhaust, but revved much higher. Hearing one heading away from you or even overtaking you can actually be a pleasure.

The power doesn’t really come on song until around 8,000rpm, so you have about a 3,000rpm range to keep between if you are to get the absolute most from the SP models.

The standard models are a little more forgiving and sound almost as good. If you own one with a full Termignoni race exhaust system, you will have a definite love hate relationship with anyone who rides behind you, that is for sure.

At number 14 we have the Laverda Jota.

This is another motorcycle that I know many will argue should be at the very top of the list, but wait till the end and you will understand my dilemma I’m sure.

The Laverda Jota was the fastest production motorcycle of its day. A 1,000cc monster of an air cooled triple that was created by adding a third cylinder to their highly successful 750cc twin cylinder endurance racer.

The result was a brute of a bike. They were big and brash, and produced over 95HP at 7,800rpm giving it a world beating top speed of between 130 and 135mph depending who you believe.

Initially the engines were a 180 degree crank, but later models ran a 120 degree firing order.

There were many model variants built over the years, and people with far more knowledge than me will tell you about all the minor differences between what they consider to be a true Jota, and bikes like the Jarama, RGA, RGS, 3C and 3CL.

When it comes to sound, there is a real difference between the 180 and 120 degree engines. The 120 degree engine has a more even sound, the 180 degree engines have a more pulsating sound. Everyone will have their own opinion which is best.

Thanks to the guys at ClubLaverda for the footage. Mine is a cylinder short for this video.

At number 13 we have the cross-plane Yamaha YZF 1000 R1.

When the idea of the cross-plane R1 engine was first unveiled I think it was one of those moments when many people thought “How come we never thought of that before”.

When we heard it, that statement changed to one of “Why didn’t we think of that before”.

It gave the R1 a sound that was so distinct it was uncomparable to any across the frame 4 that had been before it.

Some people may say it sounds like a V4, but it doesn’t. It has a sound all of its own. It is like saying a 270 degree parallel twin sounds like a V-twin. There may be similarities, but they just don’t sound the same at all.

The result simply put is a more uneven sound, there is a lull and a pulse within the rev cycle, which makes it sound like the illegitimate child of a short stroke in line four and a fast revving V-Twin. There is just something “Unruly” about the way it sounds.

Enough said, I will leave you to enjoy it for a moment.

Next at number 12 we have the BSA Rocket 3.

Yes I said BSA and not Triumph and no it wasn’t a mistake. The new Triumph Rocket 3 might sound nice in some peoples eyes, but the original BSA Rocket 3 for me just sounds better.

Maybe I am just biased, and maybe the memories of childhood dreams have left me with the auditory equivalent of rose tinted glasses. Some will say you can’t mention the BSA without mentioning the Triumph Trident of old and even the infamous Triumph Hurricane, but to me there is something that always stood out about the original BSA Rocket 3.

Too little and too late to save the then failing British motorcycle industry, it was still a fantastic motorcycle. With the improved understanding we now have about flow dynamics to improve cooling and fuel delivery, I wish someone would design an all new long stroke, air and oil cooled triple today.

That is a project I would love to help with.

Some of the footage here is from the legendary Rob North, I hope you enjoy it.

At number 11 we have another fabled motorcycle. The Britten V1000.

I don’t think there will be many of you who haven’t at least heard of the Britten V1000, but just in case, and for the few who don’t know, John Britten was a mechanical engineer from New Zealand who decided he was going to rewrite the book on motorcycle design. His motorcycle had so many innovations that you could fill an encyclopedia with a list of them.

This is one of those classic examples where you realise that anyone, with a dream, can change the world.

Who knows what could have happened without his sad loss. But that is a story for another day.

This is a motorcycle that made the big V-Twins of the day sound decidedly ordinary. Ducati have been chasing the low frequency boom of that airbox resonance for years, and they may have got close, but the Britten still sounds better.

The artwork of an exhaust system built by someone who truly understands flow dynamics is like nothing I had ever seen before and epitomises John Britten’s uncompromising attention to detail and determination to be better.

I will come back to John Britten in a future video, but it is a long term project so don’t expect it soon.

Counting down, we finally get to the top ten,

and at number 10 we have the MV Agusta 500 3C.

MV Agusta had dominated racing for years. That dominance began in 1956, and other than a sole win for Gilera in 1957, they had won every 500cc world championship since.

In 1966 a new triple took over from the previous 4 cylinder bike. It won every 500cc world championship from 1966 to 1972, each one in the hands of the great Giacomo Agostini.

Agostini took over where the great Mike Hailwood and John Surtees had left off, and passed the mantle to Phil Read at the end, so for a consecutive 17 years, MV Agusta won the 500cc world title, and in total that was 18 500cc world titles in just 19 years.

The MV Agusta 500 3C triple sounded like nothing else. The sound was indescribable and these were the first MV Agusta with 4 valve heads. With video footage it can only ever give you an idea of the sound. Hearing the MV at tickover is like standing next to a prize fighter just before he enters the ring. It bristles with the threat of uncontrollable power.

One question I have, which I will be totally honest and say I have failed entirely to find out for definite, is the firing order and crank design of the MV Agusta 500 3C. Looking at these pictures, which are the best I could find, it looks like a 120 degree crank, but I will await someone who can put me right in the comments.

In the meantime, just listen a moment and enjoy the beautiful sound of the MV Agusta 500 3C.

At number 9 we have a very different bike, the Fuelling W3.

For those of you that don’t know, in simple terms, the Fuelling W3 is like a Harley Twin Cam engine with an extra barrel on the front. So instead of “Potato Potato” you get “Potatoto, Potatoto”. But that is a hopefully humorous oversimplification.

What the Fuelling W3 actually is, is a Radial triple with the barrels offset in 90 degrees of the full arc so that you get a 45 degree separation of each cylinder.

To illustrate this I have included a moving diagram of a nine cylinder radial engine, but you have to imagine it with only 3 cylinders working and the rest blanked off. Similarly, you could try and imagine a Ducati L-Twin engine with an extra barrel between the 2 existing ones.

Anzani used a similar engine for motorcycles in the very early 1900’s, but no one that I know of has tried since. The engine note is totally unique in the motorcycle world.

Another shining light taken before his time, Jim Fuelling died in 2002, and I don’t think many more bikes have been built in the years since.

The company still exists, but only as a tuning house for Harleys. None of the Fuelling bikes or engines are listed as available although some parts still seem to be.

At number 8 we have the Honda VFR400 and the later RVF400.

This, the baby of the VFR family, Is the proof that bigger isn’t always better. The VFR400 was effectively a VFR750 in miniature.

Sounding like an angry hornet looking for vengeance the VFR400 was a masterpiece in many ways. It was small and light, with razor sharp steering and an ability to carry corner speed like no other bike of its day. On most tracks, it will outperform motorcycles twice its size.

Even its bigger brother would find it hard to get away from the VFR400. It might be faster and much more powerful, but what it gained on the straights the 400 would claw back in the corners.

During my years of trackdays I have chased and been chased by many bikes. Few have proved as frustrating as a good rider on a VFR400 or its later sibling the RVF. Lap after lap you will pass them down the straight only to have them dive back up the inside or ride around the outside of you on the next corner, pass them again and the next corner you are in exactly the same position.

Yes on a fast track they can run out of steam, but on a technical track or through tight twisty roads they are hard to beat.

60HP doesn’t sound a lot and the weight wasn’t the lightest at 175Kg wet, but get it rolling and hold your speed and they are a hoot to ride. Max power came around 11,500rpm but it held that power and would rev up to and beyond its 14,500rpm redline.

The sound of those four 100cc cylinders running at maximum revs is a joy, and they have to be one of the best looking sports bikes ever built.

Now we come to the battle of the sixes, but first I’d like to give a special thanks to Kaplan America. If you haven’t seen their channel there are some fantastic bikes in their museum and they have kindly allowed me to use any footage I want, they are linked in the description. Their footage of the next 3 bikes together fitted perfectly.

At number 7 we have the Kawasaki Z1300.

First revealed as a prototype in 1978 the Kawasaki Z1300 went into production in 1979 and was continued until 1988. This was the biggest brute of a motorcycle that any Japanese manufacturer had ever built.

The 6 cylinder water cooled engine hit its maximum power of 120HP at 8,000rpm and this was pushed up to 130HP in the final fuel injected models.

Despite it having a much lower rev limit than the 250 screamers, this meant there were still 200 detonations every second at maximum power. They would rev beyond that too. Tuning houses would learn to wring every last drop of power from the beautifully designed Kawasaki engine.

This behemoth of a motorcycle was no lightweight. Without fuel it weighed 300Kg or around 650lbs and with a full tank that rose to 322Kg or over 700lbs.

That didn’t stop it from being fast though. The brutish engine would take it up to around 140mph or 225Kmh, if you could hang on, and that was before any tuning.

Hearing the Kawasaki Z1300 click through the gears as it accelerates away from you is something many of us experienced all too often back in the day. It might not sound that fast now, but brakes and handling weren’t what they are with today’s bikes. It took skill and real guts to push these bikes to their limit.

Next at number 6 we have the Honda CBX1000 built from 1978 to 1981.

Honda had got to market a year before Kawasaki, with their 6 cylinder CBX1000. It was air cooled, had Double overhead cams and 4 valve per cylinder, Without a doubt, it is the most famous of the “six’s” and the air cooling gave it a less refined sound in some ways than the Z1300.

Max power was less at just 105HP and that power didn’t come in until 9,000rpm. That meant a wide, smooth, usable rev range and a sound often described as like a formula one car. They do sound great, but to be honest, more like half a V12 formula one car really.

The bike weighed in at 250Kg or 550lbs dry, which made it a full 50Kg lighter than the Kawasaki. Both the CBX1000 and the Z1300 had around the same ¼ mile time of just under 12 seconds and despite the power difference, the CBX was only 1 or 2 mph off the pace of the Z1300.

The air cooled engine and those extra 1000 revs every minute, give the CBX a slight edge when it comes to sound as far as I am concerned, but it is a marginal call.

That isn’t where the story begins though. This is one of those “Industry stories” that runs on and on, and it really begins with the next bike on our list.

That comes shortly, for now, just enjoy the sound of the Honda CBX1000.

At number 5 we have the Benelli 750 SEI and the later 900 Sei

And this is where the story I mentioned above begins.

In the early 70’s the Italian motorcycle industry was suffering. The economy had tanked and the racing which had been the lifeblood of the Italian manufacturers was being taken over by the new Japanese 2 strokes.

Benelli knew they needed a bike to stun the market and as the story goes, they purchased a Honda CB500 Four and dismantled it down to the last nut and bolt.

The Benelli engineers in their wisdom decided to build a 6 cylinder version of the CB500 Four. The castings and styling were very Italian, but the layout is remarkably similar to the basic Honda block, so you can see how the story started. How much of it is true is now anyone’s guess.

To keep the engine slim the alternator was moved behind the barrels rather than on the end of the crank which is something Honda then used on the CBX, so this was never a one way story. Companies always steal any ideas they can from each other.

It was 1975 when the 750 Sei went into production, a full 3 years earlier than the CBX1000.

The Benelli had a single cam motor like the old CB500 Four, but despite the fact they got it to rev to over 8,500rpm, the power just wasn’t enough. It would barely produce 70HP on paper, and it just didn’t pull like it should have. It was 30Kg or about 45lbs heavier than the old CB500 Four, and despite the extra power it just wouldn’t go any faster.

The chassis, brakes and suspension almost overshadowed the engine. Compared to the bikes of its time it ran on rails, and I remember the brakes being described as like hitting a wall. If only they had been able to screw a bit more power from that engine.

Even after the 1978 update to a 900cc fuel injected version they only got an extra 10HP, pushing it up to 80HP. Still 25HP down on the CBX.

Having said all of that, those 6 into 6 exhausts and the fantastic handling still made it an utterly glorious bike to ride, fantastic to listen to and great to look at. So it had all the hallmarks of an unashamedly Italian motorcycle.

Here is where I let you sample all 3 bikes together.

Next, at number 4 we have the Honda RC149

I was going to say we have a truly unique motorcycle and it is, but then I thought of one I had forgotten that does have similarities. I will add that one at the end as an honourable mention.

1966 was the height of the war between the 2-strokes and 4-strokes. On the track the 2-strokes were winning the battle overall, but Honda were still at the top in the smaller classes. They knew they had to simply make the bike they had rev faster, and the engineers were left with no uncertainty, failure was not an option.

The motorcycle they bought to the table for the 1966 season was the Honda RC149. A 5 cylinder 4 stroke, 125cc motorcycle with an 8 speed gearbox.

Now imagine an inline 5, 125cc motor to begin with. Each cylinder had a capacity of just 25cc or 5 teaspoons.

Add the complexity of double overhead camshafts and 4 valves per cylinder and it was only possible with over-square pistons. The bore was 35mm and it had just a 25mm stroke. This gave the engine the capability of revving up to 21,000rpm.

That means over 437 detonations every second. That is almost 50% more power cycles in the same time as the very highest revving of all the other bikes I have mentioned so far.

Just take that in for a moment, then add the inevitable pulsing sound wave that comes from a motorcycle with 5 cylinders and you might start to see why I have put such a small bike so high up this list.

I still remember being passed by one at a classic track day. They were racing that weekend and used the Friday trackday as practice time. My first reaction was “what the hell?” as I was passed by a bike that looked too tiny to hold itself together. Then the question of “is that a misfire” as I passed it again. After a few more corners I suddenly clicked, and just sat behind it for a few laps to enjoy the music.

I will let you do the same now.

We are getting down to the real top of the list now.

At number 3 we have the Moto Guzzi 500 V8.

Built in the late fifties the Moto Guzzi V8 is an engineering masterpiece. It had the crank running across the frame and produced 78HP at 12,000rpm.

Water cooling meant the inner cylinder bores were kept at a more stable temperature, and double overhead cams helped keep the valves in time. 8 tiny Del Orto carbs fed the 62cc cylinders and using the same formula as above that gives us 400 detonations per second at maximum power.

Despite all the engineering prowess and the sheer power and speed of the bike, it was renowned as a handful to ride. Reliability was patchy too, and the riders drove a move away to a simpler design, but the Italian manufacturers were pulling out of racing in preparation for an imminent economic meltdown.

Even if it wasn’t as successful as many would have hoped, it has gained a legendary status. The Morbidelli is the only other full production V8 I can remember, and the less said about that the better I think. Apart from the PGM that I talked about in part 2 of the Dangerous Motorcycles video linked above of course.

I know the great Sammy Miller is fond of getting the Moto Guzzi V8 he has out, and talking endlessly about all the engineering excellence involved in building it. There really is no other motorcycle quite like it and I salute Moto Guzzi for creating this marvel of a machine,

Now at number 2 we have the Laverda V6

The Laverda V6 is less well known than the Moto Guzzi and as a project you could say it was never actually finished. There was really only one prototype. It was raced, but changes in regulations and an economic meltdown in Italy killed the project, and arguably led to the first downfall of the Laverda Marque.

I will give a special mention here to Cor Dees, who years after, driven by that same passion that fuelled the original build. Set about trying to reconstruct and rebuild a second Laverda V6, but that, as we say, is a story for another day.

It was 1977 when the project was launched and the idea was to finish the bike and race the V6 in the great Bol D’or endurance race at the Paul Ricard circuit in France.

This monster of a shaft drive, water cooled, 90 degree V6 engine, had chain driven double overhead cams and 4 valves for cylinder. It was also the first design I know of where the designers began to discuss the centralisation of mass to improve the handling characteristics of the motorcycle.

Laverda lured Giulio Alfieri from his work at Lamborghini and Maserati to spend one day a week at Laverda with Luciano Zen. They were to design a V6 engine for a motorcycle.

The engine ran down the frame with the barrels out to the sides. The top frame rail ran between the cylinder blocks to reduce the overall height and keep mass low. It looked and sounded like a miniature Maserati engine. The 6 huge bell-mouth’s pointed upwards like they were threatening to suck the rider into the intake manifold at any moment.

The overall length was kept manageable by using the engine and gearbox as part of the chassis and mounting the swingarm pivot directly to the gearbox casing. The swingarm was initially very short, but the design had to be revised. It was lengthened and ran under the gearbox, but handling for such a big bike was good.

But the torque reaction was fierce.

The prototype, less than a year old, was running in the points until a failure in the drive train forced retirement. The engine had proved it could run at the front, and years later was still in perfect running order.

The whole bike weighed just 200Kg or 440lbs which was a lot less than the air cooled 1,000cc Laverda triples. The engine would produce 140HP at 11,800rpm and was clocked with a top speed of 177mph or 285kph. Totally smashing the limits of the day. In short, that meant it didn’t produce quite as many detonations per second as the Moto Guzzi, but they were far bigger.

After that race at Paul Ricard, an application was put into the FIM to reduce the maximum number of cylinders allowed to 4, the only motorcycle affected was the Laverda, but the controlling organisation in Italy failed to notify Laverda, so they had no chance to protest the changes. That one application and the consequent decision to implement the 4 cylinder rule ruined Laverda as a small company. They would never recover and the identity of the people who called for the new rule was never revealed.

So, we finally get to number 1, although as I said, I have realised now I have missed out a bike I featured in a previous video. I will talk about that shortly.

For now, at number 1 on the list is the Honda RC 174, 350cc six.

It was 1967, a year after the launch of the Honda RC149 5 cylinder 125 and the RC166 6 cylinder 250. To say that the RC 174 was simply a bored out version of the 250 is true in one sense, and it wasn’t a 350 at all. With a capacity of just 297cc it was a 300 racing against 350’s.

It was given to the legendary Mike Hailwood, who won in its very first race at Hockenhein in 1967. It then went on to win the championship that year, and the following year.

In 1969, Honda made the decision to withdraw from racing at the height of success for the RC174. However, its status by then had been cemented in the motorcycle hall of fame alongside the rider that had made it famous.

Producing around 66HP at 17,000rpm, the bike had a top speed of around 160mph, and at that speed, 450 detonations every second make it the single most explosive bike in this whole list.

I haven’t had the privileged of riding one of these Iconic motorcycles, but I have sat behind one for many laps around Cadwell Park. I have heard it described as the worlds loudest bike. That was a while ago, but I’m not going to argue.

At first, I wondered what was happening, my sight would blur momentarily, as 2 of them sat in front of me in the pits revved their engines. That blur was literally the liquid in my eyeballs oscillating. Every time the engine hit a certain rpm, the same thing happened. The noise was like nothing I had ever heard before or since. The 6 large bore mega’s from each bike meant I was surrounded by a wall of sound that seemed inescapable.

That day, I was actually on a significantly faster bike. I didn’t care. I happily sat behind them once I got used to the sound, and hearing them rev through the gears from the Old Hairpin right around to Park Straight was a joy.

That day is one of the reasons they sit at the top of this list. Listening to them was as visceral as any auditory experience I have ever had. The sound was truly mesmerising.

Now there is one last honorary mention.

I said earlier that the RC149 was a truly unique motorcycle. That was based on its 5 cylinder design, then I remembered that we did have another 5 cylinder bike I mentioned previously in the 2nd “Terrifying Motorcycles” video linked above.

A very different 5 cylinder motorcycle, but another bike that should really have featured in this, the most difficult list I have ever tried to compile.

First seen in 2015 and released in 2016, the RC213V was, and still is, the closest thing to a MotoGP bike that had ever been made legal for use on the roads. It’s V5 engine will produce 215HP and is rated for 217mph with the standard drive train.

Where it should have fitted in the list is anyone’s guess now, because I completely missed it, as I inevitably have others, like the ill fated Honda NR 500 which could also have been included.

Let me know the bikes you think I should have included and the bikes they would replace in this list in the comments below.

I have planned a 2 stroke follow up to this, but it may take some time so try and be patient. There are plenty of other videos on the channel to watch in the meantime.

Thanks to everyone for your continued support.

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