Fastest Bikes You Can Buy in 2025

Any discussion of so-called fastest bikes is always going to be riddled with caveats, because the word “speed” means many different things to different riders. For example, are you talking the fastest 0-to-60 time? Or the absolute shortest time to cover a set distance? The quickest quarter-mile? Or maybe it’s the vehicle’s maximum velocity?

Fortunately there are plenty of current examples ready and waiting for the twist of a right wrist to propel them into the land of triple-digit speeds once thought unattainable. Of course, some of the claims made by manufacturers should be taken with a grain of salt, but all of the listed machines are production models, with the majority of them road-legal and generally acknowledged as the fastest on the market currently. Bear in mind that most of the performance numbers were gathered on closed courses with professional riders, so if you’re looking to test the limits of local law enforcement, that’s on you.

It probably comes as no surprise to see Suzuki’s iconic Hayabusa at the top of the list, even though it’s no longer the King of Speed, at least in absolute terms. It’s the bike that dethroned Honda’s CBR1100XX as fastest production bike, egging on a top speed race among manufacturers, eventually leading to the so-called Gentlemen’s Agreement between the Japanese Big Four manufacturers that restricted road bikes to 186 mph back in 1999.

The latest-gen ‘Busa debuted in 2022 and continued the speed party with slick new electronics and an engine update, all while becoming Euro 5 compliant. In current form it is propelled by a muscular 1340cc inline four-cylinder engine housed in a thoroughly updated chassis with excellent manners and top-shelf components, all managed by a formidable suite of electronic rider aids and covered in uniquely shaped bodywork that still screams Hayabusa. Last we checked, the engine was good for 187.74 hp at 9700 rpm and 110.6 lb.-ft. of torque at 7000 rpm, and is electronically governed to the aforementioned 186 mph, but our test unit hit 60 mph in 2.85 seconds, which should be quick enough to satisfy even the most determined speed junkies.

For 2025, the Hayabusa gets a Launch Control system and Smart Cruise Control system.

Kawasaki originally rolled out the ZX-14 in 2006, after the aforementioned agreement went into effect, so it could “only” max out at 186 mph. But by 2012, Kawasaki took off the kid gloves, making massive upgrades to the engine and chassis to reclaim the ZX-14R’s place as the top dog of power and acceleration. Engine displacement increased to 1441cc, and the mill received an all-new cylinder head with hotter cams, new forged pistons, and a higher 12.3:1 compression ratio. The chassis and suspension components likewise were substantially improved, making the ZX-14R Kawi’s biggest and baddest sportbike model—-at least until the supercharged H2 series came along. In its marketing materials Kawasaki still calls it the “Quarter-Mile King,” and the ZX-14R did in fact post uncorrected 9.7-second, 147-mph-plus passes on a bone-stock bike (piloted by dragstrip champ Rickey Gadson) at the intro back in 2011. On our dyno, we recorded 192 rear-wheel ponies and 113 lb.-ft. of torque.

Although the dated electronic rider aids aren’t quite on par with the rest of the class, the 14R’s fully adjustable suspension, excellent brakes, and rock-solid chassis make for a more comfortable, easier-to-ride rocket than you might think.

Some of the bikes on this list have evolved slowly over the years, and some of them haven’t changed for ages; because what’s the point of further development when you’ve hit the peak of straightline performance? Well, the Panigale V4 S was designed to get around a racetrack as quickly and efficiently as possible in an effort to regain its World Superbike title and hang onto its MotoAmerica championship crown. And while the engine that powers this latest version of Ducati’s flagship superbike hasn’t made much in the way of performance gains, everything else about this motorcycle has taken a radical leap forward.

The 1103cc 90-degree V-4 Desmosedici Stradale engine has evolved from the unit that preceded it, but primarily in an effort to meet Euro 5+ emissions. That is ironic because the Euro-spec models make 216 hp while the US-bound bikes make 209. But no matter how you look at it, this engine is a technological masterpiece.

But what is the point of all that power if it isn’t usable? Ducati has been at the forefront of the electronics revolution for years now, taking its MotoGP-winning technology and passing it down to the Panigale. The latest iteration includes radical technology in the Ducati Vehicle Observer (DVO) algorithm, which is an electronic rider-aid mode that essentially predicts what the bike is going to do before traction is lost by analyzing 70 different inputs and determining how to intervene. Mind blown? Yeah, us too.

The chassis has taken a huge step as well. In an effort to improve performance, Ducati has reverted to a double-sided swingarm for the first time since the 999. Test riders felt the unit provided better handling characteristics and therefore lap times, and it won the job. Electronic suspension is controlled by a third-generation SmartEC 3.0 system and can be run in customizable Fixed or Active modes.

So, while everything about the new Panigale V4 S was designed to make the bike easier to ride, there is no question that it’s the most potent Superbike the company has ever produced.

The M 1000 RR is the race homologation version of the S 1000 RR, which has become perhaps the most coveted sportbike of its generation. How did BMW earn this following after multiple decades of building stodgy touring and adventure models? The Bavarian company definitely had an image problem in the first decade of the new millennium. Sportbikes were still riding a wave of commercial success, and BMW didn’t really have one. At least it didn’t have one that met the requirements of racing series like the World Superbike Championship. But it answered the call in 2009 with the S 1000 RR, which as it turns out was an instant cult classic.

Fast forward to 2024, and after 15 years of trying, BMW finally wrestled a WSBK title away from the competition with Toprak Razgatlioğlu. And while the old adage “win on Sunday, sell on Monday,” may ring true to a certain extent, BMW didn’t necessarily need a shelf full of trophies for the RR to become one of the most desired sportbikes of all time. It was simply the most badass inline-four sportbike in existence.

For 2025, the M 1000 RR has evolved. The engine has received a bunch of changes to the cylinder head with new oval-shaped intake and exhaust ports, a new combustion chamber with the compression ratio getting raised from 13.5 to 14.5:1. New full-shaft titanium valves, a reduced seat angle for the exhaust valves to prevent backflow, and optimized flow. New throttle bodies have been increased in diameter from 48 to 52mm. Like the Ducati Panigale V4 S above, US models will make the same 205 hp at 13,000 rpm and 83 lb.-ft. of peak torque at 11,000 as the previous model so as to stay compliant with Euro 5+ emissions.

With a claimed 200-plus horsepower, few buyers are going to complain about a lack of power, and even fewer will ever get to truly unleash the beast within, but just knowing that you’ve got one of the most powerful motorcycles on the planet will surely be enough for most. Auf wiedersehen.

The R1 badge has been a top contender in superbike circles since its debut in 1998, and as far as influential production sportbikes go, it continues to make the grade (and our Ten Best lists). The brilliant CP4 998cc inline-four engine continues to benefit from MotoGP and World Superbike campaigns and has proven to be a stout competitor over the years, as well as a popular choice for track or street riders looking for their apex fix.

The YZF-R1M is the track-dedicated version of the YZF-R1, bringing performance components such as a top-shelf, gas-charged Öhlins dynamic suspension system, carbon fiber and composite fairings, race-ready magnesium wheels, and a GPS Yamaha Communications Control Unit for logging your track/ride data. Speaking of MotoGP, the R1M’s 998cc liquid-cooled lump also benefits from a titanium exhaust system and high-performance intake—stuff pilfered from the brand’s MotoGP race program. The latest claims are an engine output of 197.3 peak horsepower and 83.6 lb.-ft. of torque, with a (still) 186 mph top speed.

But it’s the extensive electronics suite that continues to be a highlight of the R1/R1M, with a six-axis IMU enabling switchable aids like Power Delivery Modes, lean-sensitive Traction Control, Slide Control, Lift Control, and a bidirectional quickshifter. These were all updated for the 2022 model year, with all-new maps for the wheelie-, skid-, and stability-control systems.

The ZX-10R has in, one form or another, been Kawasaki’s flagship racetrack-oriented sportbike for decades. It’s a bike that absolutely dominated World Superbike competition from 2015 to 2020 with Jonathan Rea at the helm. And while Kawasaki currently sells the $30,499 ZX-10RR homologation version for those wanting to use the bike in competition, the standard ZX-10R actually makes more claimed power in its road-going configuration than the needs-to-be-uncorked RR.

Power comes from a 998cc DOHC 16-valve inline-four that is fed by a bank of 47mm throttle bodies and EFI. The engine is rated at a claimed 196 hp at 11,500 rpm with 83.9 lb.-ft. of peak torque arriving at 11,300. You can’t be competitive in the world of superbikes on track or in the showroom without a full complement of electronic rider aids, and the 10R is definitely packed with features. Multiple ride modes, power options, Sport-Kawasaki TRaction Control (S-KTRC), Kawasaki Launch Control Mode (KLCM), Kawasaki Cornering Management Function (KCMF), Kawasaki Engine Brake Control (KEBC) are all part of the 10R’s electronics package, while creature comforts like cruise control and smartphone connectivity are included as well.

Like any modern sportbike, the ZX-10R comes equipped with a chassis designed to slay corners. It is equipped with top-of-the-line Showa suspension including a Balance Free Fork (BFF) that is fully adjustable, and a Showa Balance Free Rear Cushion (BFRC) lite shock that is also completely adjustable. Braking is provided up front by a pair of Brembo radial-mount calipers and the Kawasaki Intelligent anti-lock Brake System (KIBS).

Yet another legendary nameplate from the Hamamatsu factory, the GSX-R1000R has long been lauded for its pure superbike gnarliness. The 2025 model continues to impress with its most powerful and technologically advanced engine to date, pumping out a claimed 199 hp and 87 lb.-ft. of torque.

The standard GSX-R1000 and GSX-R1000R share the same liquid-cooled 999.8cc inline-four DOHC engine, which was heavily revised in 2017 to employ variable valve timing, improved fueling, and other tweaks, allowing for the power gains. Meanwhile more recent updates included the addition of new lighter weight suspension components, and a new twin-spar aluminum perimeter frame. The 2025 GSX-Rs are both equipped with a six-axis inertial measurement unit supporting cornering ABS, and a Motion Track Brake System to minimize rear-wheel lift during hard braking.

The differences? The R-model is equipped with Showa’s more premium and fully adjustable Balance Free Front Fork (BFF) and Balance Free Rear Cushion Light (BFRC-Lite), a bidirectional quickshifter, launch control and “auto-blipper,” cornering ABS, and steel-braided brake lines. So if your main goal for a Gixxer is the racetrack, the R-model is the clear choice, and for the price, it’s plenty competitive.

Thirty years ago, the Fireblade was also a top speed-getter, and the latest iteration is no joke either, with its 999cc liquid-cooled inline-four getting an overhaul in 2025 to maximize velocity as well as performance. Internally, the crankshaft and connecting rods have less inertial mass for 2025 for improved rev response and lower overall weight. The compression ratio has been bumped up to 13.6:1, while the valve timing and springs have been updated. All gear ratios including the primary drive have been shortened for improved acceleration. The electronics, including a new ride-by-wire throttle, have been changed to suit the new engine settings and gear ratios.

This top-of-the-line version of the CBR1000RR also gets the best chassis components that Honda could throw at it. The frame has been revised with new rigidity specifications for better steering accuracy and improved front-end communication. The Öhlins suspension includes a 43mm NPX (SV) fork with new Spool Valve internals, and a TTX 36 (SV) shock with similar internal valving. Both components are controlled by the third-gen Öhlins Smart Electronic Control (S-EC3.0) electronic suspension system. The braking package includes Brembo Stylema R radial-mount four-piston calipers in the front that are managed by cornering ABS with three different modes including: Standard, Track, and Race.

Speaking of top speed, the CBR1000RR-R Fireblade SP gets a revised fairing and new and improved aerodynamics courtesy of a new winglet shape, said to improve high-speed agility, while the lower fairing gets an “aero step” to improve rear-wheel traction. Production bikes will conform to the 186 mph maximum-speed agreement.

Aprilia may not currently compete in the World Superbike Championship, dedicating its resources to MotoGP and the pair of teams it fields at that level, but the brand-new 2025 RSV4 Factory superbike has benefited massively from grand prix trickle-down technology. Anyone who watches MotoGP is well aware of the current aerodynamics race, as it’s out in the open for all to see. One of the primary goals with this latest RSV4 was to reduce drag and improve rider protection. The updated front winglet is said to reduce the bike’s tendency to wheelie by 8%, while also lowering the bike’s drag coefficient by 6%.

For 2025 Aprilia has updated the V-4 engine. The first step was to make the 1099cc engine Euro 5+ compliant, but in the process it boosted output to what it claims is “the world’s most powerful homologated production superbike.” Output is now a claimed 217 hp at 13,000 rpm, and 92 lb.-ft. of torque at 10,500 rpm.

Like its Italian counterpart Ducati, Aprilia has been a leader in electronic rider-aid tech for years, and like the Bologna company has upped the ante with its electronics package with a new predictive electronic control strategy. According to Aprilia the system takes real-time data from sensors for speed, lean-angle, gear position, throttle position, etc., and uses algorithms to  anticipate how it should intervene, and then learns the rider’s characteristics to optimize performance.

While the chassis only has a few upgrades over the previous model, using an Öhlins NIX fork and TTX shock, and a largely unchanged frame, the RSV4 Factory gets the latest Brembo Hypure calipers in the front.

It’s not often that you see a vehicle’s top-line number displayed right there on the fuel tank, but since Lightning’s LS-218 superbike has held the title of the world’s fastest street-legal production electric motorcycle since 2014, it seems justified. The top speed of 218 mph was achieved via calculations of power and wind resistance, and then validated at Bonneville Speedway using a modified LS-218. So in stock form the bike won’t bear the same numbers, but they’re close; on its website, Lightning quotes the LS-218 as outputting 244 hp, courtesy of an IPM liquid-cooled 180kW-plus 10,500 rpm electric motor, with 220 lb.-ft. of torque at the ready. What’s more, it also says the LS-218 can go from 0 to 60 in less than two seconds; so if you’re a prospective customer, it’s probably best that you hit the gym to work on your neck muscles first.

The LS-218′s not a one-trick pony either, having also won the 2013 Pikes Peak International Hill Climb in open competition against both gasoline and electric motorcycles in race-modified form. That victory was especially sweet, as it was the first time an electric motorcycle beat internal combustion rivals in a professional roadrace.

The fastest bike on Kawasaki’s 2025 docket? You’re looking at the absolutely bonkers H2R, which currently holds the title of the fastest production motorcycle on the market. That’s mainly because it’s a track-only bike—a description you would expect from a machine rated to hit top speeds of between 206 and 249 mph. The blistering claimed (approximate) 322 hp and 121.5 lb.-ft. of torque come courtesy of a 998cc supercharged engine stuffed into a lightweight tube-steel trellis frame. The centrifugal-type supercharger is so efficient at compressing air, no heavy intercooler is required to cool that compressed air. Of course, at more than $59,000 and available in limited numbers, this bike is not for everyone, but if you’ve got deep pockets and are interested in screaming, track-dominating performance (gleaned from Kawasaki’s WSBK experience), state-of-the-art electronics, and race-spec components—or just insanely fast speeds—then the H2R just might get your attention.

Of course, if your wallet just ain’t that fat and you’re looking for more around-town-type forays (but still have a trackday option), there’s always the H2R’s street-legal Ninja H2 brother, priced at just $32,700.