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Motorcycle shoppers have it good this year. Commuters, cruising riders, sport bike enthusiasts and touring types have never had a better selection. There are more than 450 models on the market today and new designs unveiled for 2008 mean that more varieties of two-wheeled fun are here to enjoy.

The wide selection follows a U.S. motorcycle market that increased in sales of new bikes every year from 1993 to 2006. More than one million new bikes were sold each year from 2003 to 2006. And some 20 million Americans swing a leg over a bike each year these days, according to the Motorcycle Industry Council.

There is virtually a bike built for every purpose and every kind of rider out there, from entry-level machines to models for more experienced motorcyclists. Summing up today’s motorcycles is easy: It’s all about choice.

Cruisers still top the on-highway sales charts, accounting for about half of the market, and the new Boulevard C109R is a significant, flagship addition to the segment. The 109-cubic-inch power plant has one of the largest cylinder bores of any production highway vehicle. The engine is about as high-tech a V-twin as there is. Four-valve heads, liquid-cooling and electronic fuel-injection add up to big-time midrange muscle. But that modern motor is surrounded by the classic, flowing cruiser styling favored by a majority of American riders. An optional model, the C109RT, comes with a windshield, passenger backrest and saddlebags, transforming this Boulevard into a capable touring cruiser.

Another new touring cruiser comes from Honda, with a new model in its popular VTX1300 line. The VTX1300T arrives from the factory completely outfitted with stylish custom windscreen, leather saddlebags with 24-liter capacity, chrome backrest and a sleek two-into-two exhaust system that features bullet-style mufflers for a classic custom look. It's powered by Honda's stout 1,300cc liquid-cooled, 52-degree V-twin with ample power for passing and relaxed cruising.

Star Motorcycles has a pair of all-new cruisers for 2008 that were inspired by the custom chopper movement: the Raider and Raider S. Both feature that raked-out look that’s a must for a chopper, with the fork sloping at a gentle forward angle to grab the front axle. But Star bikes are known for good handling, so the Raiders use some clever chassis technology to combine function and form. A six-degree yoke angle - the first ever on a street-legal Star Motorcycle - makes it possible. The Raider’s 34-degree rake plus six degrees of yoke angle gives a total rake of 40 degrees and 102mm of trail, while bringing the fork closer to the steering axis. While most cruisers rely on steel frames, the Raiders liven up their handling with a material more often found on sport bikes. New all-aluminum cast frames are light yet rigid. And lightweight “Controlled-Fill” aluminum swing-arm castings are in charge of rear suspension. Both Raiders are powered by a 113-cubic-inch (1,854cc) air-cooled, pushrod 48-degree V-twin, with eight valves and two spark plugs per cylinder, plus electronic fuel-injection. Special custom-machining of the cooling-fin edges gives a jewel-like appearance to the engine as light hits it from different angles. The Raider S model has more chrome, on the triple clamps, fork sliders, air box cover, headlight housing and handlebar risers.

Big sport bike news arrives with the 2008 Suzuki Hayabusa, the firm’s flagship ultra-sport bike, getting its first major makeover since being introduced in 1999. The mission is the same: serving up big-bore high performance with a side order of long-distance comfort. Like a GT or “grand touring” automobile, the Hayabusa effortlessly eats up the miles, both straight-line and twisty. Remaining true to the origin of its name (“Hayabusa” is a Japanese falcon able to reach 186 mph in a dive), the bike’s overall sleek shape and distinctive beak are instantly familiar. But for 2008, all of the bodywork has been refined, again with the aid of extensive wind-tunnel testing. Suzuki improved the chassis and added the latest radial-mounted front brake calipers. And the Hayabusa’s strong inline-four motor has been updated and enlarged to 1,340cc. Sixteen titanium valves lighten up the cylinder head and the rider can choose, on the fly, from one of three electronic engine maps (strong, stronger and strongest) with the Suzuki Drive Mode Selector switches located on the handlebar. It’s a potent package, and eagerly anticipated by fans who’ve given the Hayabusa its own brand of cult status and street cred.

Honda has completely redone its flagship sport bike and basis for its factory Superbike racing machines: the CBR1000RR. The essential performance underpinnings are all there: inline-four engine, liquid-cooling, 16 valves, electronic fuel-injection, wrapped in a lightweight aluminum frame. But that powerplant is all-new, and like the rest of the bike, draws from the latest technology found in MotoGP racing. The packaging certainly does, and it’s all about centralizing the bike’s mass between the wheels for sharper handling. The bodywork is tightly wrapped around the machinery, and there’s just a tiny seat and tail-section jutting rearward. The under-engine exhaust is short and stubby. The latest CBR incorporates some revolutionary new features such as a slipper/assist clutch, a second-generation Honda Electric Steering Damper (HESD) and Ignition Interrupt Control for smoother throttle response coming out of corners. There’s only one thing old about this bike. The nod to Honda’s 60-year heritage found in the classic wing tank badges.

Kawasaki also has a completely revised liter bike for sport riding and AMA Superbike racing. No part was left untouched on the ZX-10R; even the wheels were redesigned. Most interesting on the latest Ninja inline-four engine is a new ignition system that assists with torque management by monitoring throttle opening, gear position and rate of RPM change. It retards ignition timing to reduce torque when sudden unwanted RPM spikes are detected. This system doesn’t interfere with normal operation and still allows the engine to rev freely under typical riding conditions. Overall, the new power plant was tuned for even greater high-rpm performance, without sacrificing the mid-range performance of its predecessor. Exhaust efficiency was boosted with a new system that not only flows better but generates less noise and emissions. It’s all packaged in edgy bodywork inspired by Kawasaki’s MotoGP bikes. And those wheels use a squeeze-casting process to be stiffer and lighter, improving suspension action, steering and acceleration.

Yamaha has a thoroughly updated middleweight sport bike with the YZF-R6. This bike is the starting point for Yamaha’s factory AMA Supersport racers and is loaded with the best technology the firm can offer. The last version of the R6 was the ?rst mass-production motorcycle with a ?y-by-wire throttle system, for better response under all conditions. The new R6 gets more electronic improvements for 2008. The Yamaha Chip Controlled Intake, introduced in 2007 on the 1,000cc YZF-R1, is now used on the R6 to vary intake tract length for excellent cylinder ?lling and a broader power band. On the higher-revving R6, Yamaha says its bene?ts are even more pronounced. The R6 is still an inline-four, with electronic fuel-injection, liquid-cooling and 16 valves. A slipper-type, back-torque-limiting clutch greatly helps when braking and downshifting from high speed. A magnesium subframe removes weight from the rear of the motorcycle for increased mass centralization. The R6 offers more than enough performance on the highway, and plenty for racing. A quick-detach license plate holder and rear turn-signal mount make track days easier. And keeping an eye on how well things are going can be monitored with a built-in lap timer, controlled with a handlebar switch.

Just as significant in headline value is the all-new Suzuki B-King. Essentially a “naked Hayabusa,” the B-King was first seen in concept form at the Tokyo Motor Show several years ago. Popular demand by enthusiasts has led to this new production version, and the 2008 B-King may be the best-performing naked bike yet. With the B-King, the big inline four (pulled from the Hayabusa, with all its features, including the Suzuki Drive Mode Selector) is exposed, out on display. And like other modern “nakeds” or standards, the new Suzuki has a relatively upright riding position, aimed more for the street than the track. The styling is new-millennium, with an almost robot-like headlight pod, wrap-around “intakes” straddling the fuel tank, and some of the largest center-up exhausts yet seen, pointing rearward from under the seat tail. A giant 200mm rear tire also adds to the view from behind. Suzuki calls it the “ultimate street bike.” There is nothing on the market quite like it.

Even larger in displacement and overall size than either new Suzuki is the all-new Kawasaki Concours 14. The 1,352cc sport-tourer takes its name from the mid-’80s Kawasaki that was in that brand’s lineup seemingly forever with hardly a change. The new 14 is all change, starting with the engine, pulled from Kawasaki’s Ninja ZX-14 hyper-sport bike. But, in the Concours 14, that four-cylinder, electronic fuel-injected, 16-valve, liquid-cooled engine gains an ingenious variable valve timing system. This helps to boost low- and midrange power, while still providing high-performance thrust. That power is managed through a light, stiff aluminum monocoque frame. Torque reactions from the shaft final drive are reduced with a trick four-link, single-shock rear suspension system. Up front is a sport-bike style inverted fork and radial-mount disc brakes, with electronic anti-lock. Putting the touring ingredients into the mix are a number of items, starting with the comfy ergonomics and electrically adjustable windscreen, allowing the rider to fine-tune the air flow. Hard saddlebags detach in seconds, without leaving behind unsightly mounting bracketry. Tire-pressure sensors monitor PSI in the radials front and rear, relaying the information to a dashboard readout. The electronics also include a special ignition system. With a KI-Pass “smart key” in the owner’s pocket, the bike recognizes the rider and can simply be switched on. The Concours 14 is the newest sport-tourer on the market, combining long-haul freeway ability with the performance and handling that also makes mountain roads such fun.

The middleweight motorcycle category also grows and advances for 2008. The Kawasaki KLR650 dual-purpose machine, in the brand’s lineup for years, is dramatically updated, adding to its adventure-touring credentials. New bodywork includes a larger frame-mounted fairing that provides better rider coverage. The bike has an expanded cargo rack to carry more stuff and a generous 6.1-gallon fuel tank to extend the miles between fill-ups. The advanced big-bore single still features four valves, liquid-cooling and double-overhead cams. For 2008, there’s an improved cylinder head, new cam timing and revised ignition to boost performance. New-style brake discs are petal shaped for more cooling and better warp resistance. The KLR650 can handle all kinds of street rides and mix in a bit of off-road adventure.

Another new 650 offers similar versatility, although aimed purely at street riding. The aptly named Kawasaki Versys is a parallel-twin cylinder naked bike, with an upright riding position, half-fairing with adjustable windscreen and do-it-all capability. The 650 engine, like many Kawasaki Ninja four-cylinder power plants, boasts the usual hot-rod basics from double-overhead cams to four-valve heads, electronic fuel-injection and liquid-cooling. But the Versys puts it all in a slim package only two cylinders wide. Longer-than-usual suspension travel at both ends soaks up real-world pavement. The Versys is narrow, light and promises easy handling.

There’s another new all-round street bike for ’08, the Suzuki GSX650F. The GSX mixes a real-world, upright riding platform, a substantial passenger seat, a full fairing and a new inline four-cylinder engine that lifts technology from Suzuki’s race-winning GSX-R sport bikes. Fuel-injection feeds the 16-valve power plant. A new chassis combines a steel cradle frame with an adjustable single rear shock suspension system. It comes wrapped in sharp bodywork that more than hints at the bike’s championship DNA, especially in the blue and white team colors.

Honda remembers when there were lots of small, fun, fuel-efficient dual-purpose bikes. Like many SUVs, the all-new CRF230L is primarily aimed at street use but it also packs some off-road toughness. Offering a low seat height, a narrow engine, light weight and outstanding fuel economy, it's more than capable for everything from around-town commutes to dirt-road exploring. The engine is a durable four-stroke, overhead-cam single with a six-speed transmission. Hydraulic discs do the stopping front and rear. Like its off-road-only CRF cousins, the 230 has a single-shock rear suspension and slim, racing-inspired plastic bodywork. As fuel prices trend ever higher, bikes like the CRF may find welcome spots in garages nationwide.

One more notable new-for-next-year model isn’t street legal and it’s not even for adults. The Suzuki DR-Z70 is the latest mini-bike built for the thousands of families who enjoy off-highway riding together. Bikes for kids have generally been two-strokes. Now the trend is toward four-stroke dirt bikes and Suzuki’s little DR-Z features a new air-cooled, single-overhead-cam design with a three-speed, semi-automatic transmission that’s easy for beginning riders. Push-button electric starting makes it simple to get going. The low 22-inch seat height helps junior riders get their feet down. Like the bigger Suzukis, the 70 has a single rear shock and an inverted fork minding the suspension duties. And it’s styled much like Mom and Dad’s bigger bikes.