Big changes came again in 2004 with a new cylinder head, radial mounted calipers and new styling along with the normal reduction in weight and increase in power. The GSX-R750 was now 13kg lighter than the original 1985 model and had 48 more ponies to propel that lighter weight.

2005 marks the 20th anniversary of that original mould breaking GSX-R750. It was always on the cards that Suzuki would do something with the GSX-R750 to mark the occasion and details of exactly that were released late last year when Suzuki officially announced that a special anniversary edition of the GSX-R750 was on the way for 2005.

The S model's mill boasts a few key changes from the standard 749 to gain more ponies. The aforementioned crankshaft lightening, a bump in compression ratio (11.7:1 to 12.3:1), one-millimeter larger intake valves (38mm vs. 37mm), and lighter opening rocker arms work with more aggressive cam profiles to yield greater valve lift on both intake and exhaust. Claimed horsepower increases from the standard 749's 103 hp to the S-model's 110 hp, while torque sees only a slight increase.

But the big news out of the BMW camp is the fitment of a balance shaft, a first for the Boxer engine. A flat- or opposed-Twin like BMW's Boxer motor has perfect primary balance, much like a 90-degree V-Twin. But secondary forces from the engine's rotational mass, called a rocking couple, causes unwanted vibration the creep through to the rider. BMW's use of a counterbalancer reduces this effect, making for increased comfort for the rider and less stresses on reciprocating engine components, also allowing for a higher redline.

And while we're talking 'boxes, I should mention the X1's gearing is almost ridiculously tall. At 100kmh in top the five-speeder shows just 2500rpm on the tacho - even on the highway I think the only time I ever used fifth was to marvel at its uselessness. If I was to reach the speeds where fifth came into play, I would have been too busy hanging on for dear life or worrying about my self-combusting licence to congratulate myself on utilising it!

Our trio is in varying states of model life with the Honda RC51 likely making its final appearance on the showroom floor in 2004. The Aprilia Mille that arrived in the Superbike world in 1999 has been thoroughly reworked for 2004, and our final participant, the 999, is in its second year of production and is poised to carve out a niche in the heart of Ducatisti.

My 2001 996R which retailed at $30,000 came with Termignoni race canisters and a new computer chip in the packing crate that upped the horsepower to 140. For the new 999S which retails at $23,000 you’ll have to spring an extra $3,200 bucks for the Ducati Performance Accessories titanium race exhaust system with CPU module, but they promise us an 8% additional power increase on the 999S up to 147hp. The new asymmetrical exhaust system featuring different length and diameter header pipes from each cylinder must really work well. The new 999S also comes with full Ohlins suspension front and rear, just like the the previous R and SP models. So the new 999S-03 offers real value for the price compared to the R models.

The 2004 Vulcan 1600 Mean Streak has all the long, low, hot-rod-inspired styling and good handling of its predecessor, but its large 1,552cc V-twin engine packs a bigger punch. New pistons and modified cams improve performance for low rpm starts and mid-range bursts for those all-too-rare passing lanes. And since looking good is as important as performance, Kawasaki gave the new 1600 Mean Streak some extra grooming, including new valve covers and reshaped cooling fins.

The EV Touring isn't going to set any records for mechanical perfection or objective motorcycle performance, but it has a certain attractiveness or charm that stems from its design and performance, nonetheless. It is also a machine that has a devoted, and even fanatical, following.