Intoxicating. Each time you ride the Ducati Diavel, the Italian company's most unlikely motorcycle, a power cruiser, it becomes an event. The Ducati Diavel looks and sounds epic, feels fantastic and is hellishly competent, even if it is objectively the worst-handling Ducati ever. We're not alone in thinking it's special, either with several motorcycle critics calling it 'the most exciting and rewarding motorcycle you can buy'.

It's not as if they come along that often, a factory-built street dragster. Such motorcycle are designed to go ballistic off the mark and are quick as hell between traffic lights. These are more than a few pretenders. Ignore the Harley-Davidson's V-Rod because it's not that fast.

The Yamaha VMAX is different story entirely, but is only available in the grey market. Our journey into the shady world of muscle bikes began with the fire-breathing Yamaha VMAX. Two years ago, the Yamaha VMAX became the first machine that we tested that accelerated to 100km/h in less than 3 seconds. We ended the on-road experimentation with a best time of 2.88 seconds. Next almost to make it – and it has done so by other riders – was a Suzuki GSX-1300R Hayabusa, which stopped our clock just over 3 seconds.

The difference between brilliance and failure is often a matter of degrees. While some motorcycles boast immense specification sheets and accessories, other machines boast bugger all, but end up being much better motorcycles.

The Yamaha FJR1300A falls into the latter group on the specification score – and delivers a ride that is well in excess of the sum of its parts. Positioned towards the 'touring' rather than 'sport' end of the sports tourer market. Despite its more touring stance and ergonomics, the Yamaha FJR1300A can still be hustled hard on rural roads, and on most rides you'd barely be slower from A to B than on a sportsbike. The aluminum diamond frame isn't sportsbike technology, but it offers accurate feedback and a good degree of sporting civility. Combined with the 180-section rear and capable suspension, the Yamaha FJR1300A's 291 kilogram disappears beneath you.

The lack of a 6th gear in the 'gearbox is an irritation – not least because you keep stabbing away for it before remembering for the 40th time that it's not there. The gearing compensates for the lack of cogs to swap, but this has a knock-on effect to acceleration. The power and torque hardly leave you needing any more immediacy in the drive, but who never wanted more? The top cog is on par with any 1000cc motorcycle's 6th gar, so cruising at 145km/h on a rural highway will see you at 5,500rpm, riding a solid 100km on 5.23 liter of fuel.

The Honda VTR1000 SP-1 could have, and probably should have, been one of Honda's most desirable creations. Unlike most Honda motorcycles, it wasn't a vehicle for the masses. Far from it, this was a product of years of frustration and an unbreakable will. The V-twins has a vice-like grip over the world superbike championship, and Honda didn't like it. They finally gave up on the four cylinder format and, with a little help, the new twin cylinder RC51 won the championship in its debut year. The stage was set for the release of one of the all time great race-replicas.

Most superbikes start life as a roadbike, not this time. We were about to get an actual superbike, albeit a slightly refined version for the public highway. It looked the part, which is always a good start. It may not be pretty, but there's something very appealing about its aggressive lines. For the ultimate 'I want one' you really should go for the later Honda VTR1000 SP-2 in white. Not only is it more emotive but the works replica swingarm makes a big difference to the motorcycle's stance. Still, the Honda VTR1000 SP-1 is unmistakably pure racer. The digital dash isn't the easiest to read, and screen braces went out with the Ark, but on this motorcycle they just add to the sense of occasion.

There's a reason why supersport grids the world over are bereft of current Suzuki GSX-R600s. There's also a reason why Relentless Suzuki by TAS continued to run the GSX-R600 K7 supersport Suzuki at the TT and other big ball exhibitions until mid-2011. And these are the same reasons why you should be whacking your hard-earned money on this generation's of Suzuki's GSX-R600.

2007 prised the last gram of any hardcore from Suzuki, winning supersport titles around the world. Since then, the Suzuki GSX-R family, originators of the hooligan dynasty, has gone all sensible and user-friendly under us. Surely we not alone if we say we miss the Suzuki GSX-R600 K7.

There's nowt nutty about the chassis. Anymore can jump on a Suzuki GSX-R600 K7 and go quickly with confidence. It flatters anyone, on any tires, with beautifully neutral steering that's pacy enough to hustle its rivals in any environment. Yet it remains utterly stable at speed. You get this assurance with every degree of lean that no other rival can offer, and a bonkers front-end that you can really take the piss with. Mechanical grip? The Suzuki GSX-R600 K7 spells it out on the Tarmac.

The springs offer a perfect equilibrium for both road and track for wannabe racers. They're well controlled, if a little harsh at the end of the stroke, and you'll struggle to pick faults unless you're gone past 100%. It's not as clinical as the Yamaha YZF-R6 or as predictable as the Honda CBR600R, but the Suzuki GSX-R600 K7 has the widest pilot parameters of all of the motorcycles in its class and nothing feels as good mid-corner as the GSX-R600.

Based around Suzuki's DR-Z400S dual purpose/enduro model, the Suzuki DR-Z400SM first appeared in the Suzuki catalogs back in 2005. The DR-Z400SM's frame and engine had already proven themselves as reliable units, so little alteration was required for its application to a street-focused motard machine. The main change on the Suzuki DR-Z400SM form the DR-Z400S was in the rolling stock, 17-inch wheels front and rear (as opposed to a 21-inch front and 18-inch rear on the DR-Z400S) and stickier road-spec tires are the main differences. The Suzuki DR-Z400SM also runs different suspension, a bigger front disc brake (borrowed from the GSX-R), and different gearing to the DR-Z400S. The rest of the changes between the two are largely cosmetic.

In the years that followed, the Suzuki DR-Z4090SM changed little, so mechanically, there were no significant changes on the 2012-spec Suzuki DR-Z400SM over the original model. That meant the same 398cc DOHC liquid-cooled four-stroke single-cylinder engine with electric start (no kick starter), supermotard-tuned exhaust and a 5-speed transmission. The Suzuki DR-Z400SM is unique in that it's the only Japanese-made supermotard of 400cc capacity.

Visually, the main change on the 2010 Suzuki DR-Z400SM over the preceding 2009 model was in the color and graphics. The all-black look and 'barbed wire' graphic on the 2009 DR-Z400SM was replaced with a striking black and white look that was plainer and cleaner. The fuel tank, mirrors and headlight surround were black, as were the fork shrouds for the Up-side down Showa forks.

Last week, Honda Thailand announced the Thai launch for the Honda Integra, a super scooter aimed at catering to the market demand. It is a machine, the Honda spokesperson said, for the changing world of two-wheelers, a thing for the increasingly practicality-conscious and Eco-friendly crowd. What exactly is it? It is an upgraded version of the failed DN-01? Does it mark a new segment among crossovers? Or is it just a machine for those who want adequate power, but are scared of buying supersport motorcycle? We decided to find out for ourselves.

The name Integra has been derived from the fact that Honda wanted to integrate the practicality of a scooter with the powerful character of a motorcycle in this machine. It has a high-capacity, 670cc engine that produces 52 PS of peak power and 62Nm of peak torque. One might be deluded into thinking that this is the same engine that powered the Honda DN-01, but failed to impress the worldwide market. However, it is not so. The engine powering the Honda Integra is a completely new unit in the in-line twin configuration as against the V-twin used in the Honda DN-01. The engine uses a 270-degree crank and an uneven firing order. However, it is free from the vibrations that would otherwise come from this configuration thanks to the use of a balance shaft.

What is also interesting about the Honda Integra is that its engine has been mated to the second generation of dual-clutch automatic transmission (DCT), which was first seen on the Honda VFR1200F.

After some bumps in the road, Harley-Davidson is back in the saddle and riding high – or in the case of the Harley-Davidson FXS Blackline, riding low. This bad boy cruiser, which is essentially a Softail 'pared to the bone', has the lowest saddle height of any Harley-Davidson ever, at just over 600mm. It's so much of a low rider that even the pillion can touch down to help balance the motorcycle when stopped at a set of lights. Not that any self-respecting Harley-Davidson owner needs assistance keeping the ride upright.

The Harley-Davidson FXS Blackline is finished in Dark Custom style and theoretically appeals to a younger demographic. Cue plenty of matte- and gloss- black'dark as tar at midnight' highlighting, representing a 'rebellious celebration of the open road'.

The Softail silhouette is meant to convey the illusion of a person riding an engine and, to that end, all superfluous flim-flam has gone. For example, the fuel gauge that used to resemble a filler on the left side of the tank has disappeared, replaced by a low-fuel warning light in the tiny analogue speedo. A conspicuously minute headlight in a black shell finishes the back-to-basics look up front, while the rear sports a new bobbed fender. Being a Softail, the motorcycle looks as if it has no rear suspension, as the swingarm section replicates the lines of a vintage hardtail, but it actually does, in the form of hidden, horizontal coil-over shocks.

Ducati have had a string of hits recently with the new – generation Monster, the Multistrada and Diavel. But the original Streetfighter didn't match those models popularity despite the rave reviews that followed its unveiling at the Milan Motorshow three years ago. Its style and performance were unquestioned, but the 1099cc 157 horsepower eight-valve engine was too extreme and expensive for many potential buyers.

Enter the Ducati Streetfighter 848, designed to give the Italian boutique motorcycle manufacturer's naked eight-valve family a model that is more friendly to both rider and wallet. As the name suggests, this motorcycle essentially comprises the eight-valve engine from the Ducati 848 EVO in a Streetfighter chassis. It has the same style and level of technology as the original 'Fighter, but comes with a softer engine and suspension, more comfortable ergonomics and a lower price.

Hot news is Ducati's introduction of the Asia-only middleweight the Ducati Monster 795, don't be confused it's actually an 803cc V-twin 2-valve, air-cooled Desmodromic engine.

So what is the Ducati Monster 795? In much the same way as more and more manufacturers created new models by merging the best bits of several models into one new the Ducati Monster 795 is effectively a mixture of the Monster 696 and 796. The Ducati Monster 795 gets the Monster 696 swingarm, 3 spoke wheels with Pirelli Angel ST tires and a red frame while aiming to keep the subtleties that make the Ducati Monster family such a hit with new riders.

With the Ducati Monster 795, Ducati hopes to move more transition bikers to the brand, who will progress onto as they outgrow smaller motorcycles. The Ducati Monster 795 is also produced in Thailand to keep the price affordable. Most people will scare themselves senseless buying a 'Monster' 1100. A fact born out by the Ducati Monster 795 even allowing the rider to lean into the corners with 42-degree of angle achievable before scraping parts on the floor.

As you may expect, the Monster 795 offers a lovely blend of user-friendliness with a sporty edge wrapped in a package that looks stylish and cool while still feeling full of character and very pleasant to ride.

The KTM 690 Duke is part of a proud model line. While most manufacturers have gone down the easy route and opted for either more capacity or more cylinders, the third generation KTM 690 Duke proves that you need neither to entertain the rider. At 654cc, the 690 Duke is massive for a single-cylinder, and so long as you're graduating up from a smaller machine, you won't be disappointed. The KTM LC4 engine revs hard and fast, pulling like a water-buffalo from low, but with just 5,000 revs to play with (everything below 3,000rpm is useless) you'd better get that left foot tapping to give the motorcycle a chance. Delivery can be changed through its mapping system for the fiddle freaks out there.

Find the right environment, like the track behind Seacon Square, which is called Gymkhana track, and the only thing that can touch it is a professional rider training on his 450cc supermotard. Here, the KTM 690 Duke makes complete sense – although the KTM 690 SMC is even more logical. The lightweight engine means the ancillaries strapped to it don't have to be made from anything too substantial – although the KTM 690 Duke feels solid. The frame is light and purposeful, the swingarm industrially sparse, the can is made stumpy and set low to aid balance, and if there's no need to stop the motorcycle from 250km/h then why have two or more calipers?