Nine power naked bikes in a comparison test

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Nine power naked bikes in a comparison test

New, renovated and tried and tested

Who sows the wind will reap storm. Nine of the most powerful naked bikes of all time meet for a major comparison test. Brand new, newly renovated or tried and tested machines. 31 cylinders, 1352 hp and one question: which is the best power naked bike of 2015?

Un-faired motorcycles with a lot to a lot of power, that‘s power nakeds. The bare guns embody the pure, unadulterated driving pleasure like no other vehicle category. Quickly, on the country road, just like that, for the pleasure of having fun. Forget aluminum cases, additional lights and heated benches. Engines with plenty of smack, crisp chassis that don’t brush the sails even on mogul slopes, upright, sporty ergonomics – that makes these naked bikes the ideal sharpening iron away from the racetrack. But which is the best naked bike? To get that out is the goal of the big comparison test in 2015.

Nine power naked bikes in a comparison test

New, renovated and tried and tested

Field between 10,500 and 22,500 euros

A motley bunch has gathered, everything of rank and name. The prices range between around 10,500 (Honda) and 22,500 euros (MV Agusta). There are Japanese four-cylinders between 125 and almost 160 hp, a Vau-Zwei and a Vau-Vier as well as the exotic MV Agusta from Italy, a triplet from England and finally the two over-naked cars from last year, the BMW S 1000 R and KTM 1290 Super Duke R from Germany and Austria. Only Yamaha was unfortunately not in the party mood, the FZ1 issued house arrest, Benelli only sells the TnT outside of Europe, Moto Morini (Corsaro) and Bimota (DB9) are hardly relevant anymore. For BMW, the pure-bred S 1000 R naked bike takes the place of the defoliated K 1300 R sports tourer. Enough of the preliminary skirmish. Helmet on, music on!

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BMW S 1000 R and KTM 1290 Super Duke R in comparison test

Who pulls the fur over whose ears??

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Honda CB 1000 R, MV Agusta Brutale 1090 RR ABS and Triumph Speed ​​Triple R in the test

What can the R versions of the naked bikes?

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EBR 1190 SX, Kawasaki Z 1000 and Triumph Speed ​​Triple in the test

Two, three or four cylinders?

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Aprilia Tuono V4 R APRC ABS and KTM 1290 Super Duke R in comparison

Close combat on the street

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Aprilia Tuono V4 1100 RR

Aprilia Tuono V4 1100 RR

It starts with the youngest in the league. 

Relaunched for the current season, the Aprilia Tuono V4 1100 RR still has a lot of RSV4 in its heart, after all the winner of the 2015 racetrack masterbike. Less fairing, rod instead of clip-ons, reduced top performance, but 77 cubic centimeters more displacement – that’s it a highly emotional street sport V4 with so much race DNA that it literally drips from every weld seam. 

Compared to its enormously great predecessor, however, the new Aprilia Tuono V4 1100 RR has significantly increased its punch in the basement and thus country road performance thanks to the increase in displacement and a shorter gear ratio. Binding at the bottom, sinewy in the middle, explosive at the top – a wonderful engine that, together with the BMW S 1000 R and Suzuki GSX-S 1000, sets the bar when it comes to driving performance. And then this acoustics! When stationary, the 65-degree V4 hammers martially, changes its pitch several times when revving up, and finally fires towards the limit with infernal anger. For many the best-sounding engine of all, for some an impertinence.

All reviews and articles about the Aprilia Tuono V4 1100 RR

Chassis is the highlight of the new Tuono

Responsiveness and load changes could be smoother. But it is not the drive, but the chassis that sets the real highlight. They can build chassis in Noale, as evidenced by 54 world championship titles and the agile, precise turning of the Aprilia Tuono V4 1100 RR. It converts even the smallest impulses into changes of direction, then cuts through all kinds of bends in a neutral and stable manner. The spring elements respond extremely sensitively, road conditions are very transparent to the pilot, and the standard setup strikes the golden mean between firm and comfortable driving on country roads. The seating position underlines the crisp handling, on the Tuono you lurk: high, with an acute knee angle, very much oriented towards the front wheel. Good for the feeling, but also demanding in the long run. 

In terms of electronics, the Aprilia Tuono V4 1100 RR is completely up to date and only has to admit defeat to the packed BMW S 1000 R. Its eight-stage traction control, supported by the most modern lean angle sensors, works excellently and is the only one in the field that can be easily adjusted while driving. A sporty Bosch ABS and wheelie control complete the reliable safety net.  

The Aprilia Tuono V4 1100 RR is without question the most untamed, most sharply focused machine in the field. The wild ride on the home track, chasing a load of super through the injection nozzles, that’s what she likes best. This is also the main reason why it is not enough for a better ranking. The V4 loves gasoline, and who could blame them for that? Nevertheless, because of its high consumption (6.5 l / 100 km) and the shortest range (285 km), it leaves many points and falls behind. If you don’t care and if you like it really sporty, you should take a look at the Tuono. 

A fascinating motorcycle.

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Aprilia Tuono V4 1100 RR in the top test

New versus old, 1100 versus 1000 cm³

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Aprilia Tuono V4 1100 RR in the driving report

Donner and Gloria

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Aprilia Tuono V4 1100 RR in the PS driving report

New boss at the naked bikes?

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Suzuki GSX-S 1000

Suzuki GSX-S 1000

One thing is certain: the competition was faster. Much faster. Triumph with the Speed ​​Triple created in 1994 anyway. But also Kawasaki with the Z 1000 (2003), Yamaha with the FZ1 (2006) and Honda with the CB 1000 R (2008). And Suzuki? After the B-King, which is no longer in production, is only now sending the second Power Naked Bike onto the streets. In 2015. And anyone who now suspects that the new Suzuki GSX-S 1000 therefore wants to bare the bare skin of the nudists from Aprilia, BMW or Ducati, who are packed with electronics and designed with the times, is mistaken.

Edges, corners, stylistically documented aggression? Nothing. Curves dominate the look. Complete electrical installation? Not an issue either. A three-stage traction control must be enough for the Suzuki GSX-S 1000. Ouch, missed the chance of late birth? Do not judge too quickly.

All tests and articles about the Suzuki GSX-S 1000

157 hp on the dynamometer

Instead, take a look at the performance. Because with the 1.7 mm long-stroke engine from the 2007 model of the GSX-R, the Suzuki GSX-S 1000 largely defeats the test field in terms of acceleration and only has to be beaten by the Aprilia and the BMW. The test bench reveals: the 1000cc four-cylinder has eleven horses more than stated with 157 hp. 

Even if the quad pays the full top performance with a torque hanger between 4500 / min and 6500 / min, wants to be turned atypically for the brisk line of a big bike and with its hard throttle response at the curve apex paints a spike in the round line the stiff hindquarters don’t really match the good-natured appearance of the Suzuki GSX-S 1000. Despite everything, the Suzuki knows how to skillfully rehabilitate itself. In everyday life, even the tamed pressure at mid-speed is easily enough for smooth curve swing and the finely padded bench takes the peaks off even hard hits. She nimbly stabs around the bends, proving that despite a wide knee and pudgy shape, she can only be beaten by the BMW (207 kg) at 212 kilograms.

In any case, the charm of the Suzuki GSX-S 1000 is based on emphatically rational arguments. Tea lowest consumption in the test field (4.5 l / 100 km), the greatest range, the lowest inspection costs and the moderate price of 11,745 euros – none of these may be the core competencies of a power-naked bike. For those who have waited so long for the GSX-S, they can often count as much as the emotional kick.

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Suzuki GSX-S 1000 in the driving report

Pure Sport Roadster?

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Suzuki GSX-S 1000 in the HP driving report

Weasel-nimble naked bike

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KTM 1290 Super Duke R.

KTM 1290 Super Duke R.

In any case, KTM is very familiar with the core competencies of a power naked. If you feel the Aprilia’s superbike genes on every meter, the KTM 1290 Super Duke R, on the other hand, is more like Supermoto DNA that largely determines the driving experience. You sit more upright thanks to the high handlebars and low footrests. As a result, the human-machine contact is a little less intimate, on the other hand, the fixed round can sometimes be a longer one. 

The centerpiece, however, remains the powerful engine, which punches phenomenally over the entire speed range with the power of the full displacement. In addition, the manners of the Twin inspires. The throttle response is so smooth, the thrust can be precisely metered, you could almost recommend the KTM 1290 Super Duke R as a driving school motorcycle. In general, the KTM makes it easy for the driver.

Can be driven stress-free and relaxed

In contrast to Aprilia and MV, for example, which require concentration to make rapid progress, the KTM 1290 Super Duke R shakes speed up its sleeve with its affable nature. It may not be as crisp and precise, but very stress-free and relaxed through the Winkelwerk. Much of this is due to the Dunlop Sportsmart 2, which was fitted as the first tire, a good choice. And (watch out, heresy!) The KTM can also be slow. Its deep and discreet grumbling V2 makes, should the underpants not be on fire for once, even solid torque surfing into a very satisfying experience. 

The KTM chassis can’t quite keep up with the best, the responsiveness of the fork and especially the directly hinged shock absorber leaves a little room for improvement. The electronics of the KTM 1290 Super Duke R shows how great the leaps in development in this sector are currently. 

While the non-adjustable traction control with its soft, transparent control behavior was the state of the art almost two years ago, it now looks a bit old-fashioned alongside the sophisticated systems from BMW and Aprilia. It intervenes very early, which in rough road conditions soon makes you want to switch it off. But then the torque beast steals, manners or not, without a muzzle through the wild, so be careful! Apart from that, the KTM 1290 Super Duke R will remain a hot topic this year, primarily thanks to its magnificent piece of one engine and the coherent overall package.

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KTM 1290 Super Duke R in the top test

Even the neighbors get curious

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KTM 1290 Super Duke R in the driving report (2013)

When a Dunlop begs for mercy

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KTM 1290 Super Duke R in the PS driving report

A real hammer on wheels

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BMW S 1000 R.

BMW S 1000 R.

The BMW S 1000 R babbles snottily when taking off the accelerator, roars outrageously when accelerating, aggressively sticks its pointed nose into the wind. The fact that BMW can do anything other than cautious has been known since the S 1000 RR super sports car launched in 2009 at the latest. The naked bike presented last season is based on this. One R less, no fairing, 168 instead of 212 hp, but up to 10 Nm more torque between 2500 rpm and 8000 rpm. Not only does it sound good, it also drives that way. 

The four-cylinder hangs on the e-gas as clean as a whistle and then whips through the rev range with power and momentum. Easier to dose than the Honda CB 1000 R, livelier than the Kawasaki Z 1000 and more homogeneous than the Suzuki GSX-S 1000, the short-stroke of all four-in-line throws itself in the chest. Even a tad more perfect than with the Aprilia Tuono V4 1100 RR, you can step through the transmission with the shift assistant and use the potential of the BMW S 1000 R with ease.

Bomb-proof road holding

In any case, the BMW S 1000 R shines with its finely honed electronics. Not only do the four driving modes (Rain, Sport and the Dynamic and Dynamic Pro, which are subject to a surcharge) regulate the throttle response, traction control and ABS coordination, bits and bytes also interfere with the semi-active suspension elements, the only ones in this test field. What may sound elaborate and complicated remains child’s play in practice. Adjust the load status using the ESA button, the electronics do the rest. The fork and monoshock easily cope with undulating terrain and keep the front up even when braking hard. Basically good. However: The Aprilia stands out just as well – with the conventional suspension elements also supplied by Sachs – and the bottom line is even more comfort. 

But what remains the only argument that the BMW has to let scratch the paint. Because with said lively and cultivated engine, bomb-proof road holding, fantastic steering behavior and first-class brakes, the BMW S 1000 R plays in every respect in the top league, parries the attacks of KTM, the still young Suzuki and also the freshly pepped Aprilia. The fact that, despite the successful appearance and full equipment, it is also reasonably priced, rounds off the successful appearance completely.

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BMW S 1000 R in the driving report

"Maybe we calculated the price a bit cheap"

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BMW S 1000 R in the PS driving report

Wolf in sheep’s clothing? Nah, wolf without fur!

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Ducati Monster 1200 S Stripe

Ducati Monster 1200 S Stripe

If you are in the mood for something Italian irrational in view of so much Teutonic perfection, you can take a closer look at Ducati’s Monster 1200 S. Which in no way means that this is not a technically very sophisticated motorcycle – that is it, no question about it. But the Monster chooses, all of Ducati, a refreshingly emotional, warm approach, and it suits her perfectly. It is a classic, honest Dolce Vita power roadster. Already optically, each part contributes to the round overall picture, especially in the Stripe equipment variant shown here (around 750 euros extra charge) with carbon fiber wheel cover, small lamp mask, length-adjustable license plate holder and, really important, racing stripes. 

Your standard, water-cooled L-Twin is bursting with vitality, which is reflected in performance and background noise. The throttle response still seems a bit jittery, and the Ducati Monster 1200 S hacks grumpily at the bottom, but the fast acceleration of the 1200 at low to medium speeds is also a benchmark in this test environment, as the performance diagram impressively shows. On top of that, it does not quite reach the explosiveness of the strongest competitors, but this fact rather proves the airy performance categories in which the Power-Nakeds vintage 2015 have arrived. It may sound tough, but 143 hp are only midfield here. Like the BMW S 1000 R, the Ducati Monster 1200 S also has various driving modes that can be freely configured if required, bundling settings for ABS, traction control, engine performance and responsiveness.

All tests and articles about the Ducati 1200 Monster S

Not hyper-handy, stable goal

The driving behavior is characterized by the relatively long wheelbase and the low center of gravity. Not hyper-handy, but stable, confidence-inspiring and by far more neutral than the earlier, somewhat reluctant, air-cooled monsters. Only the noticeable righting moment when braking in an inclined position of the Pirelli Diablo Rosso II ("D") somewhat tarnishes the otherwise coherent overall picture of the Ducati Monster 1200 S. 

The seating position also inspires confidence, because you are more likely to sit in the Ducati Monster 1200 S than on it, which is particularly beneficial for smaller pilots. The top of the range is the 1200 S on the brakes, where it becomes a reference thanks to the finest hardware and long wheelbase. Even if it cannot otherwise objectively set accents in this top-class environment, the Ducati Monster impresses as ever with its enormous experience value.

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Ducati Monster 1200 S in the top test

The strongest monster ever

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Ducati Monster 1200 S (2014) in the driving report

Monstrous recipe, current technology

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Ducati Monster 1200 S in the PS driving report

Sportiest monster of all time

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Ducati Monster 1200 S in the PS performance test

Handy and cornering stable with the right tires

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MV Agusta Brutale 1090 RR Corsa

MV Agusta Brutale 1090 RR Corsa

In the army of jagged outfits, the MV Agusta Brutale 1090 RR Corsa remains the face in the crowd. Delicate rounded lines determine the look, positioning the naked bike from Lake Vares as a fine spirit rather than a street fighter. From the artfully curved single-sided swing arm to the filigree wheels or the inclined muffler to the milled, foldable hand levers, the eye catches a lot of lovingly drawn details.

And at the latest when you press the button, the MV Agusta Brutale 1090 RR Corsa captures the rest of the senses. The four-cylinder grinds gruffly with its elaborate radial cylinder head, while the ensemble of handlebars, footrests and seat pushes the pilot far forward. So an attack instead of a noble biker? Clear answer: yes. If only because the four-cylinder engine is initially a bit reticent, it only comes into shape from the middle of the engine speed, and with this characteristic it continues to irritate the pilot. He can too, after all, the chassis parries the demanding requirements. Just as nimble as the BMW, the Brutale can be folded down, just as precisely as the Bavarian and Aprilia, it holds the line. And on wrinkled terrain, the Ohlins fork and the Sachs-supplied monoshock can withstand the blows even better than the suspension combos of the entire test field.

The MV is extremely thirsty

Nevertheless, many leaves fall from the laurel of this neat appearance. Because the noble mechanics of the MV Agusta Brutale 1090 RR don’t seem to harmonize well with the electronics. Not only is the operation of the mouse cinema quite fiddly, the low-contrast display is also difficult to read.

Above all, however, for some inexplicable reason, the engine occasionally continues to run in overrun mode with increased idle gas and is extremely thirsty on top of that. 7.3 l / 100 km at a moderate country road speed counteract the elegant attitude of the MV Agusta Brutale 1090 RR Corsa, continuing the inglorious tradition at MV in this respect – and the consumption record in the group of nine. Who, especially in view of the top tariff of the 1090s of over 22,000 euros, scratches the Italian’s fine-minded reputation.

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Honda CB 1000 R, MV Agusta Brutale 1090 RR ABS and Triumph Speed ​​Triple R in the test

What can the R versions of the naked bikes?

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Honda CB 1000 R.

Honda CB 1000 R.

Sold out! Without a test drive, without a discount, away from the brochure. What an impact the Honda CB 1000 R had back in 2008. A street fighter, so radical that one would not have expected from Honda at the time. Aggressive front, minimal rear, single-sided swing arm. The heart throbbing is the 2007 Fireblade engine with a CBF 1000 cylinder head. Everything packed together by Italian designers so skilfully that the Honda doesn’t look a bit gray even seven years after its launch.

Probably because she didn’t let her colleagues with the fat muscles and angular faces mix her up, optically true to her line and technically unchanged to this day. Which is why it quickly shows the soft core behind its elegant shell. Only the far forward, front wheel-oriented seating position on the Honda CB 1000 R encourages a cheeky pace – only to take it back immediately afterwards. 

The four-cylinder Honda CB 1000 R purrs as soft as silk, quiet, thoroughly cultivated, can be rolled through towns in the sixth and then pulled up without holes. Cuddle course instead of the bad boy feeling. That fits. If only because with 125 HP – when it was launched, it was still state of the art in the power-naked warehouse – it hardly impresses the current heavyweights, but it earns a lot of sympathy.

All tests and articles about the Honda CB 1000 R

In top 50 best-selling motorcycles

Because when the wild guys on the Kawasaki Z 1000 or KTM 1290 Super Duke R flinch over the manhole cover and transverse grooves or on the Suzuki GSX-S 1000 at the apex of the curve, they have to smooth the hard start with their finger on the clutch, the Honda driver can only do it smile. The fork, monoshock strut and bench swallow bumpy slopes with ease, the quadruple pushes on completely stress-free. Various driving modes, various ABS settings, traction control – all of this appears as superfluous on the Honda CB 1000 R as driver safety training for Marc Márquez. 

Admittedly, not only the MotoGP star may lack the kick on the good Honda. The spectacular acceleration, the radical sound, the modern electronic assistance systems or a suspension that does not rock over asphalt wrinkles even at accelerated speeds, the Fireblade derivative leaves these things to the competition. And there is obviously something exciting about not having to get upset. Because the Honda CB 1000 R is still one of the 50 best-selling motorcycles in this country – and that in its eighth model year.

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Honda CB 1000 R, MV Agusta Brutale 1090 RR ABS and Triumph Speed ​​Triple R in the test

What can the R versions of the naked bikes?

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Triumph speed 94

Triumph Speed ​​Triple in the edition "Triumph speed 94"

Oldie but Goldie – this is how the Triumph Speed ​​Triple can be summed up. The Honda is the oldest motorcycle in the field, but it feels like the Speedy has moved the least from its original base over the years. Why also? After all, she practically invented the power-naked category at the time, and since then she has remained true to herself, not carrying Superbike or Supermoto DNA, but simply Speed ​​Triple DNA.

Tea stylish Triumph Speed ​​94 special model, which is supposed to be reminiscent of the T300 from 1994, is no exception. It is an old-school roadster and, although only slightly heavier than the competition at 221 kilograms, feels bulkier because of the wide tank.

Drives full and calm

The Triumph Speed ​​Triple is by no means sluggish, but rather full and calm. The Metzeler Racetec K3 of the Speedy needs temperature, once warmed up, but it pleases with very neutral steering behavior, great directional stability and endless grip. On it, the Triumph simply rolls nicely stable and homogeneously behind the front wheel, an extremely solid driving experience. 

The sleek three-cylinder goes well with this, and already pushes powerfully in the lower rev range and then powerfully in the middle. At the top, however, he turns a bit leaden and loses touch a little. The clutch and transmission would also be fine-tuned, and in places the gear changes feel very rustic. No, the Triumph Speed ​​Triple cannot completely hide its age in this test field – but its soothing British reserve makes it a gentleman racer in the field. She can still do it, the Speedy.

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Driving report: Triumph Speed ​​Triple R

Triumph’s tightened naked bike

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Kawasaki Z 1000

Kawasaki Z 1000

Very few will know: The Benelli TnT also served as a reference vehicle in the development of the Kawasaki Z 1000. The Kawa should drive in such a front-wheel-oriented manner, it should look just as angry, and the in-line four should sound and feel just as scary as the Italian’s grinding three-cylinder. That doesn’t sound massively compatible, instead it sounds confident and full of character.

And the same is the case with the Kawasaki Z 1000, which was only revised last year (new airbox, changed valve timing, lighter rims, slightly shorter wheelbase and caster, ten millimeter larger brake discs, two 17-liter tank). It is positioned at the opposite end of the aggression scale of the good Honda CB 1000 R or the Suzuki GSX-S 1000. Just the seating position. It feels as if it is located directly on the steering head, prompting the Kawa to attack from the first second. In addition, the four-cylinder grumbles, tingles intentionally rough in the footrests and handlebar ends.

Whips stimulating tingling through the speed range

It never gets boring with the Kawasaki Z 1000. Not only because the self-promoter refuses to use electronic driving aids and leaves traction control or responsiveness exclusively to the right hand of the pilot. But because the Greens are unintentionally defiant. When braking with the standard Dunlop D 214 ("T"), she nervously stands up, steers imprecisely and pokes confusedly through the hairpin bends. No doubt about it, other tires would do better. MOTORRAD has tried it. But the series trim is valued. She also goes hard on the accelerator, often requiring the smoothing hand on the clutch lever for the smooth line. And the more bumpy the surface, the more intense its life of its own. It stands up idiosyncratically when braking in an inclined position and hits a little harder in the cross at transverse joints, even compared to the rather rigidly tuned Suzuki. 

Nevertheless: It has tradition and entertainment value, this unruly character. Just how the four-cylinder moves forward from the lowest engine speed range, whips through the engine speed range with a stimulating tingling sensation and is lazy to change gear like no other in this test field, that conveys a power that only the BMW S 1000 R of the four-in-line can surpass. To be everybody’s darling, scoop up points? Nobody cares less than the Kawasaki Z 1000 – like a Benelli before.

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Top test: Kawasaki Z 1000 Special Edition

Z is angry

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Kawasaki Z 1000 in the HP driving report

Enforcer or sham?

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Kawasaki Z 1000 in the driving report

A rush of madness from every corner

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Endurance test final balance of the Kawasaki Z 1000

The naked bike after 50,000 km

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Test result

Judgment Day? Well, at least the time has come for our accounting.

And with that the lights go on, the party is over. At the top are still the reference nakeds of the previous year. In first place, with a few points difference, the BMW S 1000 R, followed by the KTM 1290 Super Duke R. In third place, a successful debut, then the brand new Suzuki GSX-S 1000.

“Another BMW again”, some might moan, but the others are simply biting their teeth at the perfectionism of the blue-whites. From a purely objective point of view, the S 1000 R is without a doubt the best motorcycle here. But the Aprilia Tuono V4 1100 RR proves that this is not all. Out of nine drivers, four declared the Aprilia, who was somewhat lagging behind in points, their favorite, with most of the others she was second behind the BMW S 1000 R. This makes her the winner of hearts.

In contrast, there is the Suzuki GSX-S 1000, which no other power-naked can even begin to hold a candle in terms of price-performance. One thing became clear: the 2015 Power-Naked vintage is incredibly broad, with the right bike for every taste.

Rating

Engine:

With impressive pulling power, Aprilia and BMW are aware of the core competence of power naked bikes, while the Honda pays tribute to its performance deficit. The CB 1000 R rehabilitates itself with the best running smoothness. Excellent traction helps the Suzuki achieve impressive acceleration values ​​despite lower peak performance than the top quartet. Points are deducted from the MV for their clutch that jerks in sporting use.

Winner engine: BMW S 1000 R

Landing gear:

The original tires, which only moderately harmonize with the chassis geometry, and the hard suspension screw up the tour for the Kawa. The trio of Aprilia, BMW and MV Agusta impresses with successful handling, smooth cornering and precise steering behavior. The only semi-active spring elements in the test field in the BMW are well coordinated. Unexpected: The prize for the most comfortable suspension setup goes to the MV Agusta.

Chassis winner: BMW S 1000 R

Everyday life:

Little green, little red – everyday life is of secondary importance for power-naked bikes. With a comfortable seat and a relaxed driving position, the KTM 1290 Super Duke R and especially the Honda CB 1000 R do a respectable job even in less sporty use. For the heart: such loving workmanship as the MV Agusta Brutale 1090 RR Corsa. For the mind: The range record (378 km) is achieved by the Suzuki GSX-S 1000, and the Aprilia driver is the first to refuel (285 km).

Winner everyday life: KTM 1290 Super Duke R

Security:

The braking systems of the Nakeds offer a consistently high level. Even the retarders of the rear lights Triumph and Honda deliver a solid performance. Annoying: the pronounced tendency to set up the Monster, Speed ​​Triple and above all the Z 1000.

Safety winner: BMW S 1000 R / KTM 1290 Super Duke R

Costs:

The consumption of the Aprilia Tuono V4 1100 RR (6.5 l) and the MV Agusta Brutale 1090 RR Corsa (7.3 l) is shameful. The Suzuki GSX-S 1000 (4.5 l) shows what is possible despite full performance.

Winner cost: Suzuki GSX-S 1000

Investments

1. BMW S 1000 R (731 points)

The BMW doesn’t afford the slightest weakness. Is Perfection Boring? The finely ground S 1000 R proves the opposite.

2. KTM 1290 Super Duke R (712 Points)

What an engine! Pressure, pressure, more pressure – and manners. A coherent overall package, despite slight chassis weaknesses.

3. Suzuki GSX-S 1000 (704 Points) – price-performance winner

The GSX-S impresses with great performance, uncomplicated character and a lot of motorcycle for the money. Fun and common sense – a good combination.

Lots of points, lots of common sense – and an acceptable tariff in the high-priced naked bike segment. When it comes to the price-performance ratio, the GSX-S clearly wins.

4. Ducati Monster 1200 S Stripe (693 Points)

Classic look, modern technology, loving, Italian, bearish and above all balanced. The Duc is competent, but also expensive.

5th Aprilia Tuono V4 1100 RR (686 Points)

Wonderful, pure unreason. The consumption is high, but the driving dynamics are even higher. A dramatic curve scalpel for sports enthusiasts.

6. Triumph Speed ​​94 (678 Points)

More like James Bond than John Rambo, the Triumph scores with its balance. Dignified and calm, but not boring.

7. Honda CB 1000 R (666 Points)

It collects fewer points than BMW and Co., but a lot of sympathy. The elegant Honda is the power naked bike in pinstripe.

8. MV Agusta Brutale 1090 RR Corsa (661 Points)

The noble MV steers neutrally, springs well and pushes vehemently. The blue-blooded diva should question her drinking clothes.

9. Kawasaki Z 1000 (645 Points)

Powerful engine, emphatically front-oriented chassis, radical look and idiosyncratic steering behavior – you like the Z or not. 

Where is the Yamaha FZ1?

Where is she? 150 PS strong, great finish, but not included in the test – the Yamaha FZ1. A pity!

Including the Yamaha FZ1, the naked bike comparison test with all ten manufacturers involved in this segment would have been complete. But the German Yamaha branch could / did not want to provide MOTORRAD with an FZ1 for this purpose. Was it the result to be expected? With 640 counters, the Powerbike performed rather moderately in the last 1000-point evaluation in MOTORRAD 3/2014. Which doesn’t bother fans of the Yamaha FZ1 built since 2006. With meticulous workmanship and a beefy look, the powerhouse is still appealing today.

The only weak point of the Yamaha, the rather weak punch below 7000 rpm for a bike in this category, could be covered up with a shorter overall gear ratio. In addition, the Yamaha FZ1, which costs almost 12,000 euros (list price) is currently being offered for well under 10,000 euros on the relevant Internet platforms. Which – by the way – the 150 PS strong FZ1 literally has the best price-performance ratio of all power nakeds. 

Technical specifications

57 Pictures

Pictures: Nine power naked bikes in a comparison test

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Prices and offers for real power naked bikes in Germany

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Nakedbikes in price comparison

Naked bikes are a dime a dozen. For beginners or experienced pilots – the naked bike segment is well represented on the used market in every conceivable displacement class. More and more, however, motorcycle manufacturers are installing the sophisticated engines of their high-end superbikes in adapted versions in everyday bikes: the class of power-naked bikes was created. Here we show you which motorcycles are playing in this premier class of the naked bike segment: Prices Power-Naked-Bikes Germany

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