What is a sports bike?
Sportsbikes represent peak motorcycling performance and purity. They offer undiluted dynamism: huge power, minimal weight, instant handling, towering top speeds and breathtaking acceleration. And all while looking utterly heroic too.
Shrink-wrapped full fairings, low-slung clip-on handlebars and high-rise rearset footpegs are the defining features of an authentic sportsbike. Together these three elements coerce a sportsbike rider into the optimum stance – not for their own benefit, but to position them where they can be tucked out of the wind for optimised aerodynamics. Where they can best feel the front tyre through the forks and grips. And where they can comfortably reach a knee out towards the ground that’s rushing past mid-corner.
This is where sportsbikes have evolved to today, but it wasn’t always like this. Consensus generally crowns the 1969 Honda CB750 as the original ‘superbike’, even though it didn’t have a fairing, clip-ons or rearsets. Instead, the CB brought power to the people, with motorcycling’s first modern four-cylinder engine. The 1970s saw capacities, cylinder counts and power outputs skyrocket, though nobody stopped to think about frames, handling, weight or bodywork. That came in the 1980s, thanks to bikes like Suzuki’s GSX-R750, Honda’s RC30 and Kawasaki’s ZXR750. The 1990s saw sportsbikes ascend to the dominant force in British motorcycling, becoming affordable, reliable and desirable. They bathed in the reflected on-track glory of World Superbikes, whose popularity hit the roof thanks to a shouty bloke from Blackburn named Carl. By the 2000s on-track success had honed sportsbikes into fiercely focused race-replicas, with everyman 600s and elite 1000s.
And then in the 2010s, everything changed. Sportsbike sales dropped away, development was dialled back, and eventually many of these once-iconic models were discontinued. Thankfully, after several years in the wilderness, 2025 sees a fresh generation of all-new sportsbikes hitting our showrooms.
Why do I need a sports bike?
While other motorcycle styles proudly boast of their versatility and accessibility, sportsbikes are resolutely single-minded. Comfort? Bah. Fuel economy? Pah. Everyday ease-of-use? Hah. If it doesn’t make it go faster, stop harder or turn quicker, it doesn’t belong on a sportsbike. Don’t come here looking for kindness and forgiveness – if you want to worship at the shrine of speed, you’d better be prepared to make some sacrifices.
You need a sportsbike for the same reason you need a flame-thrower to start a barbeque. You don’t. But by crikey it’s an exciting creation, and it’s guaranteed to make some memories. Plus there’s nothing wrong with enjoying something that’s wilfully, gloriously, joyously over the top. You get one shot at life – who said you have to spend it surrounded by “just enough” or “that’ll do”?
If you’ve ever wondered where the limit lies, you need a sportsbike. If you’ve ever wanted to know how ferociously a bike can accelerate, you need a sportsbike. If you’ve ever dreamed of slicing through a set of bends with more feel, more feedback and more composure than ever before, you need a sportsbike.
And if that sounds good, there’s arguably never been a better time to buy a sportsbike than right now. Sure, they were more popular 20 years ago – but the variety is deeper and broader than ever today. You can buy 200bhp+ sportsbikes, or you can buy 47bhp A2-licence sportsbikes. There are comfortable road-going sportsbikes, and there are focused trackday-ready sportsbikes. There are parallel twins, V-twins, triples, inline fours and V-fours, with engine capacities covering the full range from 125cc to 1100cc. And best of all, there’s a lively second-hand market too, full of barely used, great value sportsbikes offering outrageous performance-per-pound.
So, what are you waiting for? Let’s find out which 2025 sportsbike is right for you…
Best sports bike for tall riders
BMW M 1000 RR
£32,850 | 999cc inline four | 215bhp | 194kg | 865mm seat
Let’s kick off our list of 2025’s best sportsbikes in spectacular style. Not only is it one of the most powerful superbikes you can buy, one of the most advanced and one of the most expensive, but BMW’s flagship M1000RR also happens to be the tallest. Its claimed seat height is a towering 865mm, making it even taller than an R1300GS. In fact, going by BMW’s own numbers the M-RR’s inner leg curve is an inch longer than the GS too. So, if you’re a tall rider, I’m afraid the cold hard facts suggest you need to buy a £33k, 215bhp superbike with carbon-fibre winglets. A more down-to-earth option you say? Oh, alright. The ‘regular’ S1000RR has an 832mm seat height, but adding the M Sport accessory seat lifts that to 858mm – and all for several grand less than the M. There: sensible consumer advice.
Read our BMW M1000RR review here
Ducati Panigale V4S
£30,167 | 1103cc 90° V-four | 213bhp | 200kg (est) | 850mm seat
For 2025 Ducati’s ludicrously epic Panigale V4 switches to a twin-sided swingarm. ‘Heresy!’ shout the purists – but they’re not the folk who have to race them. Single-sided swingarms might look better, but World Superbikes isn’t a beauty contest. One element that’s been carried over is the tippy-toe-tall seat height, which at 850mm sits between a Multistrada V4’s two settings (840/860mm). The Panigale’s jacked-up stance contributes to its sharp steering geometry and improves the bike’s front-to-rear balance – but it also gives taller riders more legroom (certainly more than, say, a Fireblade or ZX-10R). With its 213bhp V-four, backwards-spinning crank and forensically developed electronics, this is probably the closest you can get to riding a MotoGP bike on the road right now. And with less weight, more room and newly refined chassis, this latest model is likely the friendliest Panigale V4 for road riders too.
Read our Ducati Panigale V4S review here
Aprilia RSV4 Factory 1100
£23,150 | 1099cc 65° V-four | 214bhp | 202kg | 845mm seat
Surely the most overlooked European premium superbike. You get a fiery V-four spitting out well in excess of 200bhp, plus vast surging midrange from its 1099cc capacity. You get a beautiful aluminium twin-spar frame. You get semi-active Öhlins suspension front and rear. You get a bundle of unbelievably advanced and effective rider aids, attractive styling, and a set of ‘must-have’ wings. And all of this costs roughly seven grand less than its more famous Italian rival – less, in fact, given they seem to be permanently discounted. Why haven’t riders taken to the RSV4? Well, it’s not down to an especially cramped riding position. With its 845mm seat height, there’s more room to move around than plenty of alternative superbikes. So it looks great, rides superbly, is surprisingly accommodating and costs way less than its rivals. Sounds pretty good to us.
Read our Aprilia RSV4 Factory review here
Best sports bike for short riders
Yamaha R3
£6650 | 321cc parallel twin | 41bhp | 169kg | 780mm seat
Yamaha’s R3 has been the friendly face of small-capacity sportsbikes since 2015. Now, to celebrate its 10th birthday, that face has been updated to match its R7 and R9 siblings. Just like those the headlight is hidden away inside a large central air duct, flanked by LED position lights. And just below you’ll find new ‘integrated winglets’ – essential to manage 41bhp, clearly. The R3’s 321cc parallel twin hasn’t grown in size or power since it was launched, and does lack a little next to 450 & 500 twins. But we’re here for accessibility, not acceleration, and the R3’s makeover includes a narrower waist, with a slimmer seat and side panels. Its seat height of 780mm makes this the lowest sportsbike on our list and, combined with the reduced stepover distance and impressive 169kg kerb weight, means the R3 is probably the most manageable sportsbike for a shorter rider.
Read our Yamaha R3 buying guide here
Kawasaki ZX-4RR
£8809 | 399cc inline four | 79bhp | 189kg | 800mm seat
In the 1980s and 1990s 400cc sportsbikes were hugely popular with shorter riders. But after Kawasaki’s ZXR400 was discontinued in 2003, the era of the screaming pocket rocket came to an end. And then, seemingly out of nowhere, last year we got an all-new ZX-4RR. The riding experience remains true to those original 400s, demanding riotous revs, frequent gear changes and constant commitment. Peak torque is delivered up at 13,000rpm; peak power comes at 14,500rpm; and the redline is marked at a furious 16,000rpm. The steel trellis frame might lack a bit of bling next to a ZXR400’s gleaming beams, but the world moves on. The ZX-4RR is no throwback, coming with modern features like a two-way quickshifter (essential) and traction control (less so). And, crucially, the 800mm seat height means it’s still easy for a wide range of riders to sling a leg over.
Read our Kawasaki ZX-4RR review here
Kawasaki Ninja 650
£7421 | 649cc parallel twin | 67bhp | 193kg | 790mm seat
Kawasaki’s Ninja 650 falls halfway between the easy-going R3 and exacting ZX-4RR choices above in several ways: on power, on price, and on seat height. Its 790mm saddle strikes a pretty welcoming balance for a middleweight – it’s low enough for most riders, without feeling too cramped. This definitely isn’t a hardcore sportsbike, but has a fairly relaxed upright riding position thanks to comfortably high clip-ons. This is the spiritual successor to Kawasaki’s hugely popular ER-6f, but was transformed in 2017 when it adopted the ‘Ninja’ name, swapped to a new frame and lost a load of weight. The motor was about all that got carried over, and in 2025 it’s not hugely different to 2006: a thrummy, fairly chilled parallel twin with excellent manners, and useable (rather than ballistic) performance.
Read our Kawasaki Ninja 650 buying guide here
Best sports bike for the street
BMW S1000RR
£17,990 | 999cc inline four | 207bhp | 198kg | 832mm seat
BMW’s brain-bendingly ballistic superbike actually makes a deceptively civilised roadster. In part, that’s because its motor is torquey and flexible, with effortless midrange thanks to its ShiftCam variable valve timing system. The ergonomics aren’t too extreme either, reasonably balancing wrists and knees, while the seat’s pleasingly padded. The chassis is stable, steering is neutral, and ride quality (assuming you go for the semi-active suspension) is supple enough for British B-roads. Then there’s the long list of everyday luxuries, including heated grips, cruise control, and the ability to display turn-by-turn navigation directions from a phone app on the RR’s large, clear colour dash. Most amazing of all is how it packages all this politeness and then, at the mere turn of a twistgrip, violently vanishes into the distance leaving just an S1000RR-shaped dust cloud dissipating in its wake.
Read our 2025 BMW S1000RR review here
Yamaha R9
£12,250 | 890cc triple | 117bhp | 195kg | 830mm seat
Whether it’s in the MT-09, Tracer or XSR900, Yamaha’s CP3 triple is visceral, versatile and vivacious. Now, for the first time in 10 years, Yamaha have found it a home in a dedicated sportsbike. The R9 is no quick-and-easy repackaging job, however, with Yamaha taking the time and trouble to create an entirely new cast aluminium Deltabox frame for the bike, tweaking its stiffness and geometry to suit its sporty use. On top sits the most aerodynamic bodywork Yamaha have ever designed, while clip-ons and rearsets create a riding position that looks to be every bit as serious and focused as an R6 or R1. If the R9 delivers on its promise to combine legit supersports handling with a sizzling, thrilling and flexible powerplant, it could be one of the best road-going sportbikes ever conceived.
Read our 2025 Yamaha R9 review here
Ducati Panigale V2S
£17,167 | 890cc 90° V-twin | 118bhp | 187kg (est) | 837mm seat
The name might not have changed, but pretty much everything else about the Panigale V2 is completely fresh for 2025. The old bike was, in essence, a sleeved-down 1199 Panigale: a race-rep using a short-stroke, high-revving V-twin making over 150bhp. The new V2 has been totally transformed. The engine is smaller, with a less extreme design, doesn’t rev as hard, and makes a more modest power output. The chassis is a clean-sheet design too and massively lighter than before, contributing to what Ducati are proclaiming “the lightest Panigale ever produced”. And possibly the comfiest too – the new V2 puts its rider in a more upright stance, with handlebar height closer to the discontinued SuperSport. Less weight, less painful wrists and less-demanding motor? Sounds like that rarest of beasts: an exotic Italian sportsbike built squarely for the road.
Read our 2025 Ducati Panigale V2S review here
Best sports bike for the track
Honda CBR1000RR-R Fireblade SP
£23,499 | 1000cc inline four | 215bhp | 201kg | 830mm seat
For the first decade or so in the life of Honda’s FireBlade (with a big ‘B’), track ability took a back seat. It was a road bike first and foremost – a 900 at a time when racing meant 750s, and HRC’s superbikes were the legendary RC30 and RC45. But in more recent times the Fireblade (with a small ‘b’) has been honed, refined and pumped up to deliver what race teams want, instead of regular road riders. The current Fireblade SP is the culmination of that process: the engine’s bore and stroke is taken from MotoGP, peak power is a dizzying 215bhp, bars are low and pegs are high, and its treasure chest of electronics is all there to trim laptimes. No midrange-boosting variable valve timing, no heated grips, no cruise control. The current Fireblade – now only available as an SP model with electronic Öhlins – is far and away the most track-focused version yet.
Read our Honda Fireblade SP review here
Honda CBR600RR
£10,529 | 599cc inline four | 119bhp | 193kg | 820mm seat
Back by popular demand. From one of Britain’s biggest-sellers in 2003, to being discontinued at the end of 2016, the CBR600RR burned bright then faded away. But now it’s risen, phoenix-like, once again – complete with sharper styling, a ride-by-wire throttle, and a lean-sensing IMU. Some midrange has been sacrificed along the way, not that the RR had much to sacrifice in the first place, but that only serves to enhance its screaming superport side. This is an engine that needs to be kept on the boil, the rider’s primary purpose to ensure the bar-graph rev counter on the colour TFT is always as close as possible to the 15,000rpm redline. Steering is light, accurate and precise, though markedly improved by swapping off the original Dunlop tyres. Supersport 600s have always been about the joy of corner speed, and there are few better pairings that personify this than a CBR600RR and a sunny circuit.
Read our Honda CBR600RR review here, then watch our Geek Test video review on YouTube
Kawasaki Ninja ZX-10R
£17,671 | 998cc inline triple | 210bhp | 207kg | 835mm seat
The most successful production sportsbike of the past decade. With six back-to-back WSB titles from 2015 to 2020, taking 99 race wins along the way, Kawasaki’s Ninja ZX-10R boasts a bigger trophy cabinet than any other superbike. Alright, technically the homologation special ZX-10RR did all that, but we’re hardly going to recommend that you need one of those. The latest ZX-10R is compact, it’s crisp, and it’s laser-focused on the task at hand: going outrageously, brain-meltingly fast round tarmac circles. Almost all its tweaks, updates and refinements in recent years have been to help it go racing, and as a result it can feel pretty frustrating on the road. But get the Ninja on track and it properly shines – as Jonny Rea so ably demonstrated.
Read our Kawasaki Ninja ZX-10R review here
Best sports bike for commuting
Suzuki GSX-8R
£8199 | 776cc parallel twin | 82bhp | 205kg | 810mm seat
Suzuki’s GSX-8R is, in many ways, the antithesis of the firm’s legendary GSX-R family. For several decades those bike were often hard-edged track-minded inline fours with frenzied, high-revving power deliveries. The 8R is none of those things. Sharing much with the naked GSX-8S, the 776cc parallel twin is exceptionally easy-going, with a midrange-rich delivery and excellent manners. The riding position is relaxed too, with handlebars set high and upright, and low footpegs taken straight from its naked sibling. Even the clutch lever’s light – not that you need to use it to change gear, given a two-way quickshifter is standard. The GSX-8R definitely has a sporty side, but its chilled ergonomics and docile demeaner make for a perfectly amenable everyday ride too.
Read our Suzuki GSX-8R review here and watch our middleweight sportsbike test on YouTube
Aprilia RS660
£10,450 | 659cc parallel twin | 99bhp | 183kg | 820mm seat
Yes, we are suggesting commuting on an Italian sportsbike. No, we’ve not lost our marbles. The RS660 was perhaps the original ‘next-generation’ supersport, boldly breaking away from the track-focused 600cc format that riders had fallen out of favour with. Refreshingly, the Aprilia isn’t an especially cramped bike. It’s actually relatively roomy, with more space to shuffle about than most 1000cc superbikes. There’s a generous amount of steering lock, the characterful twin has an undemanding linear deliver, and sensible gearing means you’re not battling a sky-high first gear at every red light. For daily use you also get cruise control, compliant suspension, and a 50mpg average. In fact, one of the three riding modes is even named ‘Commute’. See? It’s not just us.
Read our Aprilia RS660 review here
Honda CBR650R E-Clutch
£8729 | 649cc inline four | 94bhp | 211kg | 810mm seat
Honda’s unique E-Clutch system offers two practical benefits. One is that it effectively serves as a two-way quickshifter, meaning you don’t need to touch the clutch lever while changing up or down through the gearbox. The other is that you don’t have to pull the clutch in when you come to a stop – instead, a pair of electric motors automatically disengage the clutch for you, then feed the drive in as you twist the throttle. If your commute involves a load of stop-start riding through busy towns or cities, this could be an enormous bonus. Handily the rest of the CBR650R is well-suited to daily use too, with a nicely balanced riding position, and an engine that’s actually pretty grunty for a middleweight inline four. Mix in superb reliability, an accessible seat height and decent fuel economy, and you’ve got a bike that looks like a modern CBR race-rep, but rides not too far removed from a late-1990s CBR600F.
Read our Honda CBR650R E-Clutch review and watch our middleweight sportsbike test on YouTube
Best sports bike for beginners
Triumph Daytona 660
£8595 | 660cc inline triple | 94bhp | 201kg | 810mm seat
In 2024 Triumph’s much-loved ‘Daytona’ badge made its long-awaited comeback. The name had last been used for the firm’s limited-edition, carbon-clad, £16k Moto2 replica, a bike Triumph described as ‘the highest-ever specification Daytona’. For the Daytona 660, Triumph chose not to raise the bar further, but instead to reset it. The 660 was, arguably, the lowest-ever specification Daytona. But there was method to the madness: the Daytona 660 was built to be accessible and affordable; to deliver exactly what the younger riders who actually buy middleweight sportsbikes want. The result is a cunning compromise, delivering a sporty (rather than racy) ride, with perhaps the best all-round powertrain of any modern mid-capacity sportsbike. Perfect fuelling, willing midrange and wailing top-end – and all while still being friendly, welcoming and un-intimidating for newer riders. It’s an absolute gem, and ensures the ‘Daytona’ name is carried over to a fresh generation of riders.
Read our Triumph Daytona 660 review and watch our middleweight sportsbike test on YouTube
Yamaha R7
£8916 | 689cc parallel twin | 72bhp | 188kg | 835mm seat
Yamaha’s R7 does things differently. Where other mid-sized sportsbikes have easy, comfortable, relaxed riding positions, the R7 is wilfully wrist-heavy and tail-high. Where others use fairly basic suspension, the R7 boasts fully adjustable forks. And where rivals are happy to settle for simple stoppers, the R7 has radially-mounted four-piston front brakes and a Brembo radial master cylinder. As a result the Yamaha is huge fun to throw around on a twisty road, thanks to an impressively potent chassis. Its twin-cylinder engine, imported from the MT-07, is lively and spirited, if down on straight-line speed compared to most of its rivals. But for a new rider, having a little less power is no bad thing at all – especially for those who want to spend their formative years learning how to corner properly. Because an R7 will definitely do just that.
Read our Yamaha R7 review here and watch our middleweight sportsbike test on YouTube
CFMoto 675SR-R
£6699 | 675cc inline triple | 89bhp | 195kg | 810mm seat
Bit of a wildcard, but worth including on our sportsbike shortlist for a couple of reasons. First, because the 675SR-R is the most promising sportsbike yet from a Chinese manufacturer, which feels like a significant milestone. And second, because it costs just £6699 – an outrageously low price for a three-cylinder sportsbike with nearly 90bhp, traction control and a four-year warranty. For new riders, that’s got to be a seriously tempting recipe. We haven’t ridden the SR-R yet, so we’ll reserve final judgement for now, but the spec sure looks promising from adjustable KYB suspension to four-pot J.Juan brakes, plus a colour TFT dash. You can’t accuse CFMoto’s designers of being conservative or bland either, integrating both winglets and brake-ducts into the 675SR-R’s bodywork. If you’re a rider looking for your first serious sportsbike, it’s definitely worth booking a test ride before spending thousands more on a similar-spec’d rival from a more familiar brand.
Read our CFMoto 675SR-R review here
Best sports bike for an A2 licence
Aprilia RS457
£6630 | 457cc parallel twin | 47bhp | 175kg | 800mm seat
If you’re looking for a sportsbike that’s A2-compliant straight out of the box, with no restriction required, Aprilia’s RS457 may well be the most advanced, attractive and arousing choice. Think of it as a shrunk-in-the-wash RS660 and you won’t go far wrong – similar RS family resemblance in the fairing, similar design of 270° parallel twin, similar-looking aluminium twin-spar frame. Power is as high and weight is as low as an A2 licence allows, while the impressive tech-spec includes a ride-by-wire throttle, riding modes, traction control, a 5-inch colour dash and the option to fit a quickshifter. What’s not to like? Well, the standard tyres and brake pads perhaps, though these can easily be swapped out to improve the RS457’s otherwise agile, well-suspended and very capable chassis.
Read our Aprilia RS457 review here
Honda CBR500R
£6699 | 471cc parallel twin | 47bhp | 191kg (est) | 785mm
Sportsbike styling wrapped around the heart and soul of a level-headed workhorse. You could take that as a criticism of the CBR500R – if you don’t think level-headed workhorses have much heart or soul, then you probably will. But it’s also true. The CBR500R shares its near-square (in both meanings of the word) parallel twin with the CB500 Hornet and NX500, and in all three bikes it’s a perfectly polite, well-engineered, super-frugal and confidence-building source of propulsion. You get the full A2-approved complement of 47bhp, offered up in a predictable, unthreatening and softly spoken manner. You never need to rev it hard which, along with its surefooted chassis, is statistically unlikely to catch a new rider out or encourage them on into anti-social behaviour. The CBR500R is a faithful friend, a reliable ride with the gentlest suggestion of a sporting side. It’s the A2 sportbike your parents would want you to have.
Read our Honda CBR500R review here
Kawasaki Ninja 500
£6138 | 451cc parallel twin | 45bhp | 171kg | 785mm seat
Evolved from the Ninja 400… which evolved from the Ninja 300… which evolved from the Ninja 250R… which evolved from the 1986 GPX250. That adds up to nearly 40 years of evolution, and (nearly) a doubling in engine capacity. But throughout the years and its Trigger’s Broom complete reinvention, the Ninja 500 remains welcoming, supportive and manageable for less-experienced riders. It’s arguably even easier to ride than the previous 400, thanks to the new longer-stroke engine adding more midrange and bottom-end shove. At just 171kg it’s extremely light – so much so that if the engine had been tuned up to the ‘full’ 47bhp, a Ninja 500 would actually be over an A2 licence’s power-to-weight limit. It’s light on the wallet too, at just £6138 on the road. An SE version adds flashier paintschemes, a TFT dash and keyless ignition, and adds just £500 to the price.
Read our Kawasaki Ninja 500 review here
Best used sports bike for £5000
Triumph Daytona 675 (2006-2012)
From £3500 | 675cc inline triple | 123bhp | 190kg (est) | 820mm seat
Triumph’s Daytona 675 didn’t follow trends – it set them. Back in 2006 Triumph was a relatively minor firm that had only just started to prove it could compete against the best in the world with its 1050cc Speed Triple and Sprint ST. But supersport, the most fiercely fought class, was a whole other ask and Triumph’s efforts to date (TT600, Daytona 600 & 650) had hardly covered themselves in glory. So Triumph stopped trying to build a Japanese sportsbike, and instead designed Triumph’s idea of a sportsbike. The Daytona 675 was revolutionary, game-changing, epoch-defining and every other histrionic cliché you care to chuck its way. Unconventional yet effective, its clean-sheet three-cylinder motor matched rivals on speed, outgrunted them when you couldn’t be bothered, and the Daytona’s slimline scalpel-sharp chassis sliced round chunkier, heftier inline fours mid-corner. Absolutely glorious, so long as you keep an eye on the oil level.
Read our Triumph Daytona 675 buying guide here
Suzuki GSX-R750 (2011-2017)
From £4750 | 750cc inline four | 148bhp | 190kg | 810mm seat
The final evolution of Suzuki’s most famous sportsbike remains an absolute joy. In 2011 the GSX-R750, then the longest-running name in sportsbikes, was given a thorough overhaul. The ‘L1’ model got a fresh frame, a new front-end courtesy of Showa and Brembo, and lost 8kg in weight. Little did we know this would be the bike’s swansong, Suzuki discontinuing virtually the exact same bike in 2018. Nostalgic hindsight suggests it was perhaps the perfect sporting compromise, a mid-point mash-up of screamy supersports and ludicrous litre-bike. Literally as light and agile as a 600 (it shared its frame with the GSX-R600), deceptively comfortable, with a level of performance that you could dip into without turning your amygdala into a blancmange. Don’t seem to have hit ‘classic’ status yet, so there are bargains out there just waiting to be found.
Read our Suzuki GSX-R750 buying guide here
Yamaha YZF-R1 (2004-2006)
From £4400 | 998cc inline four | 172bhp | 193kg (est) | 835mm seat
No list of ‘best sportsbikes’ would be complete without some mention of Yamaha’s astonishing R1. Sadly, we can’t include it as a new bike, because Yamaha have chosen to not update it to the latest Euro5+ emissions standard. That leaves us to pick a used model to fawn over. The original 1998 is great, but its legendary reputation means it’s outrageously overpriced today. Later crossplane models are an acquired taste, and unlikely to be found for our £5k price limit in any desirable condition. So we’ve picked the 2004-2006 model: the first with underseat exhausts; the last with five-valve heads. Classy styling, a monstrous 170bhp top-end hit, and a steadier, more stable chassis than the twitchy, nervous earlier models. Polished, refined and beautifully put together, this era of R1 is an underrated used superbike. It might not be the most famous R1, but it’s arguably the most rounded.
Read our Yamaha YZF-R1 buying guide here
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