Naked Bike Showdown 2025 - Five Contenders in the Arena

Dawn breaks over the rolling hills of the Bucklige Welt, and with it, an armada of naked bikes comes to life. It's July 2025, the air vibrating with heat and anticipation. Five machines, each more distinct than the last, are primed for what may be the toughest showdown of the year. The Yamaha MT-09 SP gleams in its Icon Blue, alongside the Honda CB1000 Hornet SP in a subtle black-grey, the Kawasaki Z900 SE in classic green/black, while the Suzuki GSX-S1000 and KTM 990 Duke make their own bold statements.

What follows is no ordinary test. It's a journey through three realms of motorcycling - from the winding country roads of the Bucklige Welt, through the technically demanding Pannoniaring racetrack, to the wild supermoto course in Bad Fischau. Six test riders, from the triple IDM champion Martin Bauer to our experienced editors, will push these machines to their limits. All bikes ride on identical Bridgestone Battlax Hypersport S23 tires - ensuring a fair and even competition.

The naked bike class has always been a melting pot of diverse philosophies. Here, Japanese precision meets Austrian rebellion, and tried-and-true technology battles against innovative concepts. The prices? Surprisingly close. From €12,145 for the Kawasaki Z900 SE to €13,449 for the Yamaha MT-09 SP - a spread of just €1,300 separates the cheapest from the most expensive model in Germany.

But numbers only tell half the story. The Honda CB1000 Hornet SP brings the most power to the table with 157 hp, followed by the Suzuki GSX-S1000 with 152 hp. The three-cylinder Yamaha MT-09 SP makes do with 119 hp, while the KTM 990 Duke and Kawasaki Z900 SE sit in between with 123 and 124 hp, respectively. But as we will see, power isn't everything. Here is the [Naked Bikes 2025 Price Comparison](https://1000ps.to/akedbikes2025).

"In my opinion, the CB1000 Hornet SP is a real game-changer," raves one of our testers after the first few kilometers. And indeed, Honda has crafted something unexpected for the brand—an unruly, wild naked bike that truly lives up to its name.

The initial encounter immediately reveals its character: firm, direct, and uncompromising. The Showa Big Piston Fork up front and the Öhlins TTX36 shock in the rear are tuned for performance. "On uneven city streets, it's noticeably less comfortable than the Kawasaki," notes NastyNils. But once the asphalt smooths out and the curves appear, its supposed weakness transforms into pure strength.

The engine, once housed in the Fireblade, takes its time. Below 6,000 rpm, it feels almost sluggish, but then the power explodes. "It feels like it can keep pace with the slightly stronger power naked bikes," comments NastyNils from Pannoniaring. The Brembo Stylema calipers bite with a ferocity that even surprises seasoned riders. However, the ABS seems overwhelmed—too conservatively tuned for the aggressive deceleration this setup could deliver.

What sets the Honda apart is its honesty. No IMU, no intricate rider aids—just pure mechanics at the highest level. "It's like eating something good without any flavor enhancers," a colleague aptly describes. A motorcycle for purists who prefer to stay in control. The absence of an IMU might bother some riders, but others appreciate that Honda invested in Öhlins, Brembo, and power instead. Also peculiar: during the test, we had to add oil to the Honda. This is unusual for Honda and atypical in tests with modern motorcycles. But we'll keep an eye on it.

The MT-09 SP stands out as the most technically refined member of this distinguished group. With its 6-axis IMU, high-quality Öhlins suspension, and Brembo Stylema brakes, it's in the top tier of electronics. It has reached its perfect stage of maturity, with a lot of expertise poured into it. Many details exude high quality. But does this justify the premium price?

"That's partly because Yamaha has already built up quite a bit of experience here," analyzes a tester of the harmonious package. The CP3 engine, with its 119 hp, might be the weakest in the field, but its characteristics perfectly fit the concept. Linear, rev-happy, always controllable—"one of the most perfect road engines you can imagine," raves a colleague.

The ergonomics lean towards touring. You sit upright, almost tourist-like, yet the short wheelbase of 1,430 mm lends the bike a certain agility. "On such tight serpentine roads, you can really apply the pressing riding style," notes a pilot enthusiastically. However, in the high-speed range, the limits become apparent—the stoic calm of heavier four-cylinders is missing here.

The suspension deserves special mention. The KYB USD fork with DLC coating and the Öhlins shock work so finely tuned together that you almost forget you're on a naked bike. A touch of luxury wafts through every curve.

"Let the good times roll"—Kawasaki's slogan couldn't be more fitting. The Z900 SE is evolution in its purest form, the logical progression of a long-successful series. And that's precisely its greatest strength.

With 124 hp, it sits in the middle of the pack, yet the inline-four engine impresses with its smooth operation. "Decades of fine-tuning are evident here," notes Martin Bauer. The lack of vibrations, the smooth throttle response, the perfectly matched gearing—everything just fits together seamlessly.

What sets the SE version apart are its high-quality components: Öhlins S46 shock, golden USD fork, Brembo brakes. It also features a comprehensive electronics package with a 6-axis IMU, providing ABS that performs confidently even when cornering. "In many other bikes, you notice they lose a lot of ground due to very conservative ABS settings," praises a tester about Kawasaki's tuning.

The quickshifter works "incredibly precisely and sensitively," and the clutch is the lightest in the test. It's this sum of details that makes the Z900 SE the "epitome of the naked bike." It doesn't dramatically outshine others in any one area, but it also has no real weaknesses—except perhaps for the somewhat narrow handlebars.

"Before the test, no one talked about the Suzuki. Now, everyone is," summarizes NastyNils about the GSX-S1000 phenomenon. And indeed, what Suzuki delivers here is impressive. The legendary K5 engine, once housed in the GSX-R1000, has lost none of its allure.

With 152 hp, it's the second most powerful machine in the test, but it's not just the sheer power that impresses. It's the way it's delivered. "Sixth gear, 100 km/h, and just open the throttle—this is where the Suzuki really shows its strength," raves a tester. The superbike frame with its massive swingarm conveys unmatched stability.

On the racetrack, the true greatness of the GSX-S shines through. "It gives you the impression that you have truly stable and reliable hardware in front of you," notes NastyNils at Pannoniaring. The quickshifter works "astonishingly well," and the transmission shifts like butter. Only the brakes feel a bit underwhelming—more hand strength is required than with the competition.

The ergonomics lean towards the mature rider. You sit higher, with a greater distance to the handlebars. "More petite riders might be better suited to the slimmer bikes," NastyNils points out. But those who appreciate the size get a confident touring motorcycle with racetrack DNA.

The KTM polarizes from the get-go. At 179 kg dry weight (192 kg ready to ride), it's by far the lightest machine in the test, coupled with a characterful twin-cylinder engine—this bike is an unapologetic fun machine.

"If you like the KTM, you don't even need to test ride the others," one tester succinctly states. The LC8c engine with its 123 hp might seem unimpressive on paper, but reality tells a different story. The extremely short gearing—only 85-90 km/h in first gear—ensures brutal acceleration. "With its high center of gravity, the bike quickly pops onto the rear wheel," grins Martin Bauer.

The electronics are top-notch. The ride modes are practically tuned, and the traction control is finely sensitive. However, there are downsides. The running smoothness of the twin-cylinder requires getting used to, as the engine stutters below 3,000 rpm. The gearbox feels "bone hard," with lacking feedback. And then there was the issue with the brake pads on our test bike—we had to endure significant juddering in the saddle.

On the tight Supermoto track in Bad Fischau, the true characters reveal themselves. The KTM 990 Duke feels right at home, with its short gearing and low weight making it a playful machine. The MT-09 SP uses its short wheelbase for acrobatic maneuvers. The Honda CB1000 Hornet SP struggles with abrupt load changes in first gear—a non-issue on the open road but a handicap here. The Kawasaki Z900 SE shines: "The throttle control is exceptionally well-executed," praises Martin Bauer. The Suzuki GSX-S1000 feels a bit sluggish, with its higher weight becoming apparent. We will publish the lap times as part of the 1000PS Best Time video series on 1000PS TV. We're eager to see which motorcycle clocks the best lap time.

A comparison test thrives on fair conditions. All five contenders rolled on identical Bridgestone Battlax Hypersport S23 tires—and this tire proved to be the perfect choice. The S23 impresses with more dry grip and enhanced cornering stability compared to its predecessor, the S22. The new compound and Pulse Groove Technology deliver remarkable lateral grip and precise feedback, instilling confidence from the get-go. It's an ideal tire for experienced riders who push their naked bikes sportily on the road and aren't afraid of occasional track days. More info on the tire here

Throughout the test, the Arai Quantic was used—a handcrafted helmet from Japan with a clear focus on safety. Its round, smooth shell is designed to help deflect energy more effectively in an angular impact. Particularly pleasing was the slightly wider helmet opening, which made it easy to put on and take off. Even longer rides remained comfortable, thanks in part to the high-quality interior and excellent ventilation. More info on the helmet here

After three intense days of testing, countless kilometers, and heated discussions in the paddock, the results are in. The Honda CB1000 Hornet SP clinches the overall victory with an average score of 2.21. Its strengths: impressive engine power (1.57), excellent brakes (1.29), and the best suspension in the test (1.43).

The Yamaha MT-09 SP secures second place with a score of 2.94—a respectable result for the lightest and weakest bike in the test. The Suzuki GSX-S1000 claims third place (3.03), narrowly ahead of the Kawasaki Z900 SE (3.26). Bringing up the rear is the KTM 990 Duke with 3.38, which is fitting for its polarizing nature. In the category "Do you find this bike awesome," it was ranked first by some riders and overall second behind the Honda.

At the end of this marathon test, one realization stands out: there is no single perfect naked bike. While the Honda CB1000 Hornet SP may have taken the victory, each of these five motorcycles has its own justification for existence.

The Honda is a standout for purists—mechanically perfect, electronically minimalistic, and attractively priced. The Yamaha MT-09 SP offers high-tech that's perfect for those who enjoy comfort. The Kawasaki Z900 SE is the quintessential all-rounder—it makes no mistakes and does almost everything right. The Suzuki GSX-S1000 is the underrated contender—confident, mature, with racetrack DNA. And the KTM 990 Duke? It's the rebel, the individualist, the fun machine for those tired of the mundane.

Looking at the prices, the differences are marginal. In Germany, there's just a €1,300 gap between the cheapest and most expensive model. The real decision isn't about the wallet but the heart. What character are you looking for? The answer can only be found with a thorough test ride. As our six test riders have impressively proven, on paper things may look similar—but on the road, these five fascinating machines are worlds apart.