Naked bike comparison 2025 - Five fighters in the ring

Morning breaks over the Bucklige Welt, and with it an armada of naked bikes comes to life. It's July 2025, the air vibrates with heat and anticipation. Five machines, which could hardly be more different, stand ready for what is probably the toughest duel of the year. The Yamaha MT-09 SP shimmers in its Icon Blue, next to it the Honda CB1000 Hornet SP in discreet black-grey, the Kawasaki Z900 SE presents itself in classic green/black, while the Suzuki GSX-S1000 and the KTM 990 Duke make their own statements.

What follows is no ordinary test. It's a journey through three worlds of motorcycling - from the twisty roads of the Bucklige Welt via the technically demanding Pannoniaring race track to the wild supermoto track in Bad Fischau. Six test riders, from three-time IDM champion Martin Bauer to our experienced editors, will push these machines to their limits. All bikes run on identical Bridgestone Battlax Hypersport S23 tires - a fair contest on equal terms.

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

But numbers only tell half the truth. The Honda CB1000 Hornet SP brings the most power to the start with 157 hp, followed by the Suzuki GSX-S1000 with 152 hp. The three-cylinder Yamaha MT-09 SP has to make 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 bike price comparison 2025

"The CB1000 Hornet SP is, in my opinion, a really great achievement," raves one of our testers after the first kilometers. And indeed: Honda has created something you wouldn't expect from the brand - an unreasonable, wild naked bike that does its name full justice.

The first contact immediately reveals the character: taut, direct, uncompromising. The Showa Big Piston Fork at the front and the Öhlins TTX36 shock at the rear are tuned for performance. "On uneven surfaces in city traffic it's noticeably more uncomfortable than the Kawasaki," notes NastyNils. But as soon as the tarmac gets smoother and the corners come, the supposed weakness turns into pure strength.

The engine - once at home in the Fireblade - needs its time. Below 6,000 rpm it feels almost sleepy, but then the power explodes. "It feels like it can keep up with the somewhat stronger power naked bikes," notes NastyNils at the Pannoniaring. The Brembo Stylema calipers bite with a vehemence that surprises even experienced riders. The ABS, however, seems overwhelmed - too conservatively tuned for the brutal deceleration values this system could deliver.

What distinguishes the Honda is its honesty. No IMU, no sophisticated rider aids - just pure mechanics at the highest level. "It's like eating something good that has no flavor enhancers in it," a colleague describes it aptly. A bike for purists who prefer to keep control themselves. The missing IMU may bother some riders, others are glad Honda invested the budget in Öhlins, Brembo and power instead. Also odd: during the test we had to top up oil on the Honda. This is atypical for Honda and atypical in tests with modern bikes. But we'll keep an eye on the topic.

The MT-09 SP presents itself as the technically most sophisticated member of this illustrious group. With its 6-axis IMU, the high-quality Öhlins suspension and the Brembo Stylema brakes, it plays in the top league of electronics. It has also reached the perfect age in terms of model maturity. A lot of know-how has already flowed into it here. Many details feel very high-quality. But does that justify the top price?

"That's also because there's already a bit of experience built into it from Yamaha," analyzes one tester of the harmonious overall package. The CP3 engine, with its 119 hp, may be the weakest in the field, but its character fits the concept perfectly. Linear, revvy, always controllable - "one of the most perfect country road engines you can imagine," raves a colleague.

The ergonomics tend towards touring. You sit upright, almost touring-like, yet the short wheelbase of 1,430 mm gives the bike a certain agility. "On such tight hairpin roads you can really apply the aggressive cornering technique," notes one rider enthusiastically. But at high speed the limits show - here it lacks the stoic calm of the heavier four-cylinders.

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

"Let the good times roll" - Kawasaki's slogan couldn't be more fitting. The Z900 SE is evolution in its purest form, the logical development of a model line that has been successful for years. And that's exactly its greatest strength.

With 124 hp it sits in the midfield, but the inline four-cylinder engine impresses with its refinement. "Fine-tuning has been carried out here over decades. And you can tell," states Martin Bauer. The low vibration, the smooth throttle response, the perfectly matched gearing - here everything simply fits together.

What makes the SE version special are the high-quality components: Öhlins S46 shock, gold USD fork, Brembo brakes. Added to that is a full electronics package with a 6-axis IMU, which provides ABS that works confidently even at lean angle. "With many other vehicles you notice that a lot of meters are being wasted because the ABS calibration is very conservative," praises one tester about the Kawasaki tuning.

The quickshifter works "unbelievably precisely and sensitively," 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." No area in which it dramatically outdoes the others, but also no real weakness - except perhaps the somewhat narrow handlebar.

"Before the test nobody talked about the Suzuki. Now everyone talks about it," sums up NastyNils the GSX-S1000 phenomenon. And indeed: what Suzuki delivers here is impressive. The legendary K5 engine, once at home in the GSX-R1000, has lost none of its fascination.

With 152 hp the second-strongest machine in the test, but it's not the sheer power that impresses. It's the way it's delivered. "Sixth gear, 100 km/h, and really just open the throttle - the Suzuki is really strong there," raves one tester. The superbike frame with the massive swingarm conveys a stability that is unmatched.

On the race track the true greatness of the GSX-S shows. "It gives you the impression that you have really stable and reliable hardware in front of you here," notes NastyNils at the Pannoniaring. The quickshifter works "breathtakingly well," the gearbox shifts butter-smooth. Only the brake seems a bit weak - more hand force is required than with the competition.

The ergonomics tend towards the adult. You sit higher, the distance to the handlebar is greater. "More petite riders are certainly better served with the slimmer bikes," NastyNils points out. But for those who appreciate its size, it delivers a confident touring bike with race track genes.

The KTM polarizes from the first moment. With 179 kg dry weight (192 kg wet weight), it's by far the lightest machine in the test, plus the characterful twin-cylinder - the machine is a somewhat unreasonable fun machine.

"If you like the KTM, you don't need to test ride the others at all," sums up one tester. The LC8c engine with its 123 hp may seem unspectacular on paper, but reality looks different. The extremely short gearing - only 85-90 km/h in first gear - provides brutal acceleration. "Because of the high center of gravity, the bike also lifts the rear wheel extremely quickly," grins Martin Bauer.

The electronics are at the highest level. The riding modes are practically tuned, the traction control works sensitively. But there are also downsides. The refinement of the twin-cylinder takes getting used to, below 3,000 rpm the engine hesitates. The gearbox feels "bony hard," the feedback is poor. And then there was the problem with our test bike's brake pads - we had to endure strong rubbing at the lever.

On the tight supermoto track in Bad Fischau the true characters show themselves. The KTM 990 Duke feels at home here, its short gearing and low weight make it a playful machine. The MT-09 SP uses its short wheelbase for acrobatic maneuvers. The Honda CB1000 Hornet SP struggles with the abrupt load-change behavior in first gear - no problem on the country road, but a handicap here. The Kawasaki Z900 SE shows its best side: "The controllability is incredibly well achieved," praises Martin Bauer. The Suzuki GSX-S1000 feels a bit sluggish here, the higher weight makes itself felt. We'll publish the lap times as part of the 1000PS Best Lap Time video series on 1000PS TV. We're curious which bike will post the best lap time.

A comparison test lives on fair conditions. All five candidates ran on identical Bridgestone Battlax Hypersport S23 tires - and this tire proved to be the perfect choice. The S23 impresses with more dry grip as well as increased cornering stability compared to its predecessor, the S22. The new compound and Pulse Groove technology provide impressive lateral grip and precise feedback that builds trust right from the start. An ideal tire for experienced riders who ride their naked bike sportily on the road and don't shy away from the occasional race track outing. More info on the tire here

The Arai Quantic was used throughout the entire test - a hand-made helmet from Japan with a clear priority on safety. Its round, smooth shell is designed to help dissipate energy better in an angled impact. Particularly pleasant was the somewhat wider helmet opening, through which the helmet could be put on and taken off without complication. Longer rides also remained comfortable, not least because of the high-quality interior lining and good ventilation. More info on the helmet here

After three intensive test days, countless kilometers and heated discussions in the paddock, the result is clear. The Honda CB1000 Hornet SP secures overall victory with an average score of 2.21. Its strengths: brutal engine power (1.57), excellent brakes (1.29) and the best suspension in the test (1.43).

The Yamaha MT-09 SP lands in second place with 2.94 - a respectable result for the lightest and weakest bike in the test. The Suzuki GSX-S1000 fights its way to 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 does justice to its polarizing nature. Because on the topic of "Do you find this bike cool" it was in first place for some riders and overall landed in second place on this topic, behind the Honda.

At the end of this marathon-like test, one insight stands out: there isn't one perfect naked bike. The Honda CB1000 Hornet SP may have taken the win, but each of these five bikes has its own right to exist.

The Honda is the high-flyer for purists - mechanically perfect, electronically spartan, attractively priced. The Yamaha MT-09 SP offers high-tech perfect for connoisseurs who like comfort. The Kawasaki Z900 SE is the all-rounder par excellence - it does nothing wrong and almost everything right. The Suzuki GSX-S1000 is the underestimated one - confident, mature, with race track DNA. And the KTM 990 Duke? It's the rebel, the individualist, the fun machine for all who are tired of the same old mush.

Looking at the prices, it becomes clear: the differences are marginal. In Germany, just 1,300 euros separate the cheapest from the most expensive model. The real decision isn't made with the wallet, but with the heart. What character are you looking for? Only an extensive test ride can answer that. Because as our six test riders impressively proved: much may look the same on paper - on the road, worlds separate these five fascinating machines.