Nine of the most powerful naked bikes compete in the 2015 big comparison test.

They sow the wind and reap the whirlwind. Nine of the most powerful naked bikes of all time compete in the big comparison test. Brand new, newly renovated or tried and tested machines. 31 cylinders, 1334 HP and one question: which is the best Power Naked Bike of the 2015 production year?

Uncovered motorcycles with a lot to an awful lot of power, these are the Power Nakeds. The naked rockets embody pure, unadulterated driving pleasure like no other vehicle category. Speedy on the country road, simply out of a desire for pleasure. Forget aluminium luggage compartments, additional headlights and heated seats. Engines with plenty of punch, crisp chassis’ that don’t throw in the towel, even on mogul slopes, sporty, upright ergonomics – this is what makes these naked bikes the ideal tool away from the race track. But which is the best naked bike? The aim of the 2015 big comparison test is to find this out, or rather drive it out.

Between 10,500 and 22,500 Euros

A motley crew has gathered – every bike worht mentioning. The prices range from around 10,500 (Honda) to 22,500 Euros (MV Agusta). There are Japanese four-cylinders ranging from 123 to almost 160 HP, a V2 and a V4m and the exotic MV Agusta from Italy, a Drilling from England and finally the two Über-Nakeds from last year, the BMW S 1000 R and KTM 1290 Super Duke R from Germany and Austria respectively. Only Yamaha was unfortunately not in the party mood, placing the FZ1 under house arrest. Benelli still only sells the TnT outside of Europe, while Moto Morini (Corsaro) and Bimota (DB9) are barely of relevance. For BMW it is the pure-bred naked bike, the S 1000 R that is competing, rather than the stripped down K 1300 R sports tourer. But that’s enough preamble. Helmet on, music on!

 

Aprilia Tuono V4 1100 RR

Off we go with the youngest of the bunch.
Reissued for the current season, the Aprilia Tuono V4 1100 RR still carries plenty of RSV4 in its heart, its brand’s winner of the 2015 Racetrack Masterbike. Less clothing, rod rather than stub handlebars, a capped peak power, but 77 cubic centimetres more engine capacity – and what you get is a high-grade, emotional road-racing V4 with so much racing DNA that it is literally dripping from every weld seam.
However, in comparison to its hugely pointed predecessor, the new Aprilia Tuono V4 1100 RR has much more punch in the lower range thanks to the increased engine capacity and shorter ratios, and as such its performance on country roads has improved. Reliable in the lower range, sinewy in the mid range and explosive at the top – a fantastic engine, which together with the BMW S 1000 R and Suzuki GSX-S 1000 sets the bar with regard to drive performance. And then there’s those acoustics! When stationary the 65-degree V4 hammers violently, altering its pitch several times as it climbs through the revs, to finally explode towards the limiter with infernal fury. For many it is actually the best sounding engine, although some find it too much.

The highlight of the new Tuono is the chassis

The response and load change characteristics could be smoother. However the true highlight is not the drive, but rather the chassis. They know how to built a chassis in Noale, the 54 World Championship titles and the agile, precise cornering of the Aprilia Tuono V4 1100 RR prove that much. It converts the smallest of impulses into changes of direction, then drives neutrally and stably through curves of all kinds. The suspension elements respond with great sensitivity, transmitting road conditions to the driver via Morse code, with great transparency, and when it comes to brisk country road driving the standard setup gets the perfect balance between firm and comfortable. The sitting position emphasises the crisp handling – you really lie in wait on the Tuono: high, with a sharp knee angle, very much front-wheel-oriented. A good feeling, but it gets a bit demanding in the long term.
With regard to electronics, the Aprilia Tuono V4 1100 RR is right in keeping with the times and is only beaten by the BMW S 1000 R. Its eight-speed traction control, supported by the most modern banking sensors, functions exceptionally well and is the only one in the field that can be easily adjusted while driving. A sporty Bosch ABS and wheelie control complement the reliable safety net.
The Aprilia Tuono V4 1100 RR is without question the most wild, most sharply focussed machine in the field. The wild ride on the home straight, shooting a charge of Super through the injection nozzles – that’s what it likes to do best. This is also the main reason why it doesn’t manage a better rankings position. The V4 loves fuel, and who could resent it? Still, due to its high consumption (6.5 l/100 km) and the fact that it has the shortest range (285 km) it drops a lot of points and thus falls down the rannking. Those that aren’t bothered by this and like things really sporty should take a look at the Tuono.
A fascinating motorcycle.

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Suzuki GSX-S 1000

One thing is for sure: the competition was faster. Much faster. Triumph with the Speed Triple created in 1994 in any case. But also Kawasaki with the Z 1000 (2003), Yamaha with the FZ1 (2006) and Honda with the CB 1000 R (2008). And Suzuki? Following the no-longer-produced B-King, only now is it sending its second Power Naked Bike onto the road. In 2015. And those who assume that the new Suzuki GSX-S 1000 should therefore feature the same tools as the nudists from Aprilia, BMW or Ducati, which are stuffed with electronics and feature a contemporary design, are wrong.
Edges, corners, stylistically documented aggression? None. Curves dominate the visual appearance. Complete electrical installation? Also not an issue. A three-step traction control system has to suffice for the Suzuki GSX-S 1000. Damn it, has the chance for a late birth been missed? Don’t pass premature judgement.

155 HP on the performance test stand

Instead let’s take a look at the drive performance values. For with the engine from the 2007 model of the GSX-R, with its 1.7 mm longer stroke, in the acceleration test the Suzuki GSX-S 1000 really brings it to the others in the test field, and is only narrowly beaten by the Aprilia and the BMW. The test stand reveals: at 155 HP, there are eleven more horses in the 1000 series than stated.
Even if the four-cylinder pays for its peak power with a torque sag between 4,500 and 6,500 rpm, wants to turn in a manner not typical of a big bike and, with its hard fuel intake at the apex of the corner grinds a pointed edge into the round line. Even the taut hind quarters don’t fit quite right with the well-natured exterior of the Suzuki GSX-S 1000 In spite of all this, the Suzuki knows how to skilfully redeem itself. In everyday driving even the subdued pressure in mid rev range is easily sufficient for the flowing sequence of corners and the finely padded seat takes the edge off even hard knocks. It thrusts quickly around the corners, proving that in spite of its wide knee contact and plump shape, at 212 kilograms only the BMW (207 kg) is lighter.
In any case, the Suzuki GSX-S 1000’s charm is built on a distinctly rational argument. The lowest consumption in the test field (4.5 l/100 km), the longest range, the lowest inspection costs and the moderate price of 11,745 Euros – none of which are really the core competences of a Power-Naked bike. For those who have waited so long for the GSX-S, they can often count just as much as the emotional kick.

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KTM 1290 Super Duke R

In any case, when it comes to the core competence of a Power-Naked you are best to look no further than KTM. If, with every passing metre on the Aprilia you are aware of its superbike genes, in the case of the KTM 1290 Super Duke R it is rather the Supermoto DNA that is decisive in defining the drive sensation. You sit more upright, thanks to the higher handlebar and lower foot rests. As a result, the man-machine contact is a little less intimate, but on the other hand this allows a quick lap to become a more extended ride.
The heartbeat still remains the powerful engine, which punches with the power of its full-bodied engine capacity across the entire rev range. On top of that, the twin’s manners are also inspiring. The fuel intake is so smooth, the thrust accurately dosable, you could almost recommend the KTM 1290 Super Duke R as a driving school motorbike. On the whole, the KTM makes things simple for the driver.

A relaxed and stress-free drive

This stands in contrast, for example, to the Aprilia and MV, which require concentration in order to progress quickly, while the KTM 1290 Super Duke R, with its sociable nature, also produces speed as if from nowhere. True, it doesn’t wind its way through the series of corners quite so crisply and precisely, but very stress-free and relaxed. Much of this is due to the Dunlop Sportsmart 2s chosen as the original tyres – a good choice at that. And (warning, heresy!) the KTM can do slow as well. It’s low and subtly rumbling V2 also makes dignified torque-surfing a very satisfying experience, if for once you feel like taking things easy.
The KTM chassis cannot quite keep up with the best of them, with the response characteristics of the fork and in particular the directly mounted suspension strut leave a little room for improvement. The electronics in the KTM 1290 Super Duke R show how big the experimental leaps currently being made in this sector are.
If the non-adjustable traction control with its soft, transparent control behaviour were still where things were at two years ago, alongside the sophisticated systems from BMW and Aprilia it now looks rather old-fashioned. It intervenes at a really early stage, which almost makes you want to turn it off on grippy road surfaces. But then the torque beast goes on the rampage, with no regard to manners, unmuzzled in the wild – so watch out! Aside from this, the KTM 1290 Super Duke R remains a force to be reckoned with this year, thanks primarily to its masterpiece of an engine and the harmonious overall package.

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BMW S 1000 R

The BMW S 1000 R mutters snottily when releasing the throttle, roars unashamedly when accelerating, extending its pointed nose aggressively into the wind. The fact that BMW can do more than just sedate, has been known since the S 1000 RR supersports bike issued in 2009. This was the basis for the Naked Bike presented last season. One R fewer, no clothing, 166 rather than 209 HP, delivering up to 10 Nm of additional torque between 2,500 and 8,000 rpm. This not only sounds good, but also drives well.
The four-cylinder hangs squeaky clean on the electric throttle and then am E-Gas and then whips up through the rev range with power and momentum. More easily dosable than the Honda CB 1000 R, more lively than the Kawasaki Z 1000 and more homogeneous than the Suzuki GSX-S 1000 the four-cylinder with the shortest stroke length of all does itself proud. With help from the switching assistant, it steps up through the gears a touch more perfectly than the Aprilia Tuono V4 1100 RR and makes use of the potential of the BMW S 1000 R with ease.

Bomb-proof road-holding

In any case the BMW S 1000 R shines with finely honed electronics. It is not just about controlling the fuel intake, traction controll and ABS tuning using the four drive modes (Rain, Sport and, subject to additional charge, Dynamic and Dynamic Pro) – bits and bytes also get involved with the semi-active suspension elements, the only of their kind to be found in the test field. What may sound elaborate and complicated is actually really simple in practice. Adjust the load status using the ESA button, and the electronics take care of the rest. The fork and mono-shock swallow up bumpy terrain and also keep the front up when braking sharply. Good in principle. However: The Aprilia – which also features suspension elements supplied by Sachs, although in this case conventional ones – performs just as well, even delivering more comfort when all is said and done.
However, this remains the only argument to which the BMW has no answer. For with the aforementioned lively and sophisticated engine, bomb-proof road-holding, dreamy steering response and first-class brakes, the BMW S 1000 R is playing in the premier league in every respect, and counters the attacks from the KTM, the still young Suzuki and also the freshly jazzed up Aprilia. The fact that in spite of the successful appearance and the full range of equipment, it remains moderately priced to boot, fully rounds off the successful performance.

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Ducati Monster 1200 S Stripe

Anyone who, when faced with such Teutonic perfection, instead fancies some Italian irrationality, should take a closer look at Ducati’s Monster 1200 S. However, this in no way means that this would not be an extremely technically mature motorcycle – that it is, no question. But, in true Ducati style, the Monster opts for a refreshingly emotional, heart-felt approach, and does so exceptionally well. It is a classic, honest Dolce-Vita Power Roadster. Visually, every small part contributes to the rounded overall picture, more than ever in the Stripe equipment variant shown here (subject to an extra charge of around 750 Euros) with its carbon fibre wheel cover, small light screen, length-adjustable licence plate holder and, truly important, the racing stripes.
Its entirely standard, water-cooled L-Twin is simply teeming with vitality, which is reflected in the drive performance and the sound scape. Okay, the fuel intake is still a little jittery, and right at the bottom of the rev range the Ducati Monster 1200 S chops grumpily, but the tight acceleration of the 1200 in the low to mid rev range is a benchmark even within this test field, as the performance chart impressively shows. At the top it doesn’t quite achieve the explosiveness of its strongest competitors, however this fact serves more as proof of the lofty power ratings that the 2015 Power Nakeds have achieved. It may sound harsh, but here 141 HP only places you in the middle of the field. Like the BMW S 1000 R, the Ducati Monster 1200 S also has various drive modes, which group together settings for the ABS, traction control, engine output and response, although these settings can also be freely configured if required.

Not super easy to handle, but stable

The drive behaviour is characterised by the relatively long wheel base and the low centre of gravity. Not super easy to handle, but stable, confidence inspiring and far more neutral than the previous, rather unobliging air-cooled Monster. Only the noticeable tendency on the part of the Pirelli Diablo Rosso II ("D") to lift up when braking on the incline muddies the otherwise harmonious overall picture of the Ducati Monster 1200 S.
The sitting position also inspires confidence, for you sit in the Ducati Monster 1200 S rather than on it, which really suits smaller riders in particular. The 1200 S is sharp on the brakes, setting the benchmark thanks to the refined hardware and long wheelbase. Even if, objectively speaking, it otherwise fails to make a mark in this high-quality environment, the Ducati Monster is as impressive as ever, with enormous experience value.

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MV Agusta Brutale 1090 RR Corsa

Amongst the mass of smartly styled outfits, the MV Agusta Brutale 1090 RR Corsa remains the face in the crowd. Delicate rounded lines characterise the visual appearance, positioning the Naked Bike from the Varese Lake more as a sophisticate rather than a street-fighter. From the artistically curved swinging arm to the delicate wheels or the slanting, cropped silencer or the milled, folding manual levers, your gaze is drawn to a host of lovingly designed details.
And as soon as you press on the button and the MV Agusta Brutale 1090 RR Corsa consumes your senses. The four-cylinder grinds along cantankerously with its elaborate radial cylinder head, while far out in front the ensemble consisting of the handlebars, foot rests and seat jiggle the driver around. So its all attack rather than classy biker? Clear answer: yes. For the simple reason that the four-cylinder initially holds a little back, only really shows its true form from the mid rev range and continually excites the driver with its drive characteristics. And it is more than capable, with the chassis ultimately proving itself up to the demanding challenge. The Brutale gets going just as nippily as the BMW, holding its line with a similar precision to the Bavarian and the Aprilia. And on bumpy tracks the Öhlins fork and the mono-shock supplied by Sachs even absorb impact better than the other suspension combos in the rest of the test field.

The MV is extremely thirsty

However, there are a few leaves that fall from the laurel that crowns this reasonable performance. This is because the noble mechanics of the MV Agusta Brutale 1090 RR don’t seem to harmonise quite so well with the electronics. It’s not just that the operation of the miniature screen is really fiddly – the low-contrast display is also difficult to read.
However, and most importantly, for inexplicable reasons the engine occasionally runs on with increased idling in manual mode and appears extremely thirsty to boot. 7.3 l/100 km at a moderate country road speed counteract the genteel attitude of the MV Agusta Brutale 1090 RR Corsa, in this regard continuing the inglorious tradition at MV – and sets the consumption record in this group of nine. This doesn’t do anything for the Italian’s sophisticated reputation, especially given the 1090’s elevated price of more than 22,000 Euros.

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Honda CB 1000 R

We’re sold! Without a test drive, without a reduction, straight out of the brochure. What a premium the Honda CB 1000 R had back in 2008. A street-fighter, radical in a way that you would never have expected from Honda at the time. Aggressive front, minimalist back, swinging arm. The 2007 Fireblade engine with its CBF 1000 cylinder head is its beating heart. All packaged together by Italian designers so skilfully that the Honda doesn’t look to have greyed a bit, even seven years after the launch.
Probably because it doesn’t allow itself to be beaten about by its colleagues with the bulging muscles and chiselled faces, remaining visually true to its line and technically unchanged to this day. On account of which it quickly shows the soft core behind its elegant shell. Only the forward-shifted, front wheel oriented seat position on the Honda CB 1000 R incites a bolder driving style – only to retract it immediately afterwards.
The four-cylinder of the Honda CB 1000 R purrs – silky soft, quiet, and thoroughly sophisticated – and can be driven through towns and villages in sixth gear before zooming away without the slightest lag. Sweet-talking rather than a bad boy. That works for us. If only because with 123 HP – at its launch still state-of-the-art within the Power Naked camp – it doesn’t cut much of a figure when surrounded by the powerhouses you get nowadays, but does reap plenty of sympathy.

Among the top 50 best-selling motorbikes

For if the wild boys give a slight jolt when riding over manhole covers and transverse grooves on the Kawasaki Z 1000 or KTM 1290 Super Duke R, or have to smooth out the hard acceleration at the apex of the bend with their finger on the clutch on the Suzuki GSX-S 1000, all the Honda driver need do is point and laugh. The fork, monoshock suspension strut and seat casually swallow up bumpy tracks, and the four-cylinder presses on, completely stress-free. Various drive modes, diverse ABS settings, traction control – on the Honda CB 1000 R all of this seems as unnecessary as a driving safety training course for Marc Márquez.
Granted, it is not only MotoGP stars that may miss the kick in the well-behaved Honda. The spectacular appearance, the radical sound, the modern electronic assistance systems or a suspension system that doesn’t even shake when travelling at high speed over seams in the asphalt – the Fireblade derivative leaves these things to the competition. And to avoid having to get all worked up clearly has its merits. For the Honda CB 1000 R is still one of the top 50 best-selling motorbikes here in Germany – even in its eighth model year.

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Triumph Speed 94

An oldie but a goldie – this just about sums up the Triumph Speed Triple. Granted the Honda is the oldest motorcycle in the field, but in all of its years the Speedy has felt the least far removed from its original base. And why should it? Ultimately, it kind of invented the Power-Naked category back in the day, and since then has remained true to itself, carrying not Superbike or Supermoto, but simply Speed Triple DNA.
And the stylish special edition Triumph Speed 94 model, which is reminiscent of the T300 from 1994, is no exception. It is an old-school roadster and, although at 221 kilograms only slightly heavier than the competition, it feels weightier thanks to the wide fuel tank.

A rich, peaceful drive

Here the Triumph Speed Triple is by no means sluggish, but rather solid and calm. The Metzeler Racetec K3 on the Speedy does indeed require temperature, but once it has warmed up it pleases with very neutral steering, considerable tracking stability and infinite grip. On this tyre, the Triumph simply rolls along beautifully stably and homogeneously after the front wheel – an exceptionally dignified drive sensation.
The smooth three-cylinder, which drives forward robustly in the lower rev range and then forcefully in the mid range is in keeping with this. However, in the upper range it turns somewhat heavily and loses touch a little. The clutch and transmission could also do with a little polishing up, with the gear changes occasionally feeling terribly rustic. No, the Triumph Speed Triple can’t quite hide its age in this test field – but its pleasant British reserve positions it as the gentleman racer within the field. It’s still got it, the Speedy.

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Kawasaki Z 1000

Few people know: during the development of the Kawasaki Z 1000, the Benelli TnT also served as a reference vehicle. The Kawa should drive just as front-wheel oriented, it should scowl just as nastily, and the inline four-cylinder should sound and feel just as scary as the chomping three-cylinder produced by the Italians. The sound isn’t mainstream, but rather self-confident and strong in character.

And this is just how the Kawasaki Z 1000, which was only re-engineered last year (new airbox, altered control times, lighter rims, slightly shorter wheel base and backlash, ten-millimetre larger brake pads, tank capacity increased to 17 litres) acts. It positions itself to a certain extent at the opposite end of the aggression scale to the Honda CB 1000 R or the Suzuki GSX-S 1000. Just the sitting position. Feeling as though lodged directly at the steering head, the Kawa calls for attack from the very first second. In keeping with this, the four-cylinder emits a rumbling hiss, with an intentionally raw tingling in the foot rests and at the end of the handlebars.

Whips its way spine-tinglingly through the rev range

With the Kawasaki Z 1000 it never gets boring. Not just on account of the fact that the attention-seeker does without electronic driving assistants and leaves the traction control and response exclusively to the right hand of the driver. But because the green bike is also unintentionally defiant. It responds nervously when braking with the standard Dunlop D 214 ("T"), the steering lacks precision and it pokes its way confusedly through the corners. No doubt, with other tyres things would be better. MOTORRAD tried it out. However, it is the standard equipment that will be assessed. It too goes hard on the throttle, often requiring a compensating hand on the clutch lever in order to maintain a smooth line. And the bumpier the road surface, the more it takes on a life of its own. It responds stubbornly when braking on the incline and bumps a little harder at the cross joint when going over transverse joins, even in comparison with the really rigidly tuned Suzuki.
Nonetheless: this rebellious character has tradition and entertainment value. The mere manner in which the four-cylinder presses from right at the bottom of the rev range, lashes bone-tinglingly through the rev range and permits lazy gear changing like no other in the test field, conveys a power that of all the four-cylinders, only the BMW S 1000 R can top. Does being everybody’s darling rake in the points? There is no-one less interested in this than the Kawasaki Z 1000 – like a Benelli in days past.

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Test results

And at that the light is switched on, the party is over. Right at the top there are still the benchmark Nakeds from last year. In first place, with a one-point-lead, the BMW S 1000 R, followed by the KTM 1290 Super Duke R. Then in third place, a successful debut, the brand new Suzuki GSX-S 1000.
"Another BMW“, some might gripe, however at present the others are finding the BMW’s perfectionism to be a hard nut to crack. Purely objectively, the S 1000 R is without doubt the best motorcycle here. However, the Aprilia Tuono V4 1100 RR in particular proves that this is not everything. Of nine drivers, in terms of points four declared the defeated Aprilia to be their favourite, and for the majority of others it came in in second place after the BMW S 1000 R. As such, it is the winner of hearts.
This stands in contrast with the Suzuki GSX-S 1000, to which no other Power-Naked can hold a candle to with regard to the price-performance ratio. One thing became clear: the Power-Naked 2015 vintage is crazily diverse – there is a bike here for every taste.

 

Evaluation

Engine:
With impressive acceleration values, the Aprilia and BMW prove themselves to be well aware of the core competences of the Power-Naked bike, while the Honda pays the price for its lack of power. However, the CB 1000 R redeems itself with the best running characteristics. Excellent traction helps the Suzuki achieve impressive acceleration values, in spite of having a lower peak power than the top four. In the case of the MV ther is a point deduction for its grabbing clutch when driven sportily.
Winner Engine: the BMW S 1000 R

Chassis:
The original tyres, which only harmonise moderately well with the chassis geometry, and the firm suspension ruin the trip for the Kawa. The trio comprised of the Aprilia, BMW and MV Agusta impress with accomplished handling, lush cornering and precise steering. The only semi-active suspension elements in the test field, found in the BMW, seem well-balanced. Unexpected: the prize for the most comfortable suspension tuning goes to the MV Agusta.
Winner Chassis: the BMW S 1000 R

Everyday driving:
Little green, little red – for Power-Naked bikes everyday driving is of secondary importance. With a comfortable seat and non-cramped driving position, the KTM 1290 Super Duke R and in particular the Honda CB 1000 R also put in a respectable performance in less sporty settings. For the heart: a meticulous finish like that in the MV Agusta Brutale 1090 RR Corsa. For the mind: the range record (378 km) goes to the Suzuki GSX-S 1000, while the quickest to refuel (285 km) is the Aprilia driver.
Winner Everyday: KTM 1290 Super Duke R

Safety:
The braking systems of the Nakeds perform at a consistently high level. Even the brakes of the bikes at the tail end of the rankings, the Triumph and Honda, deliver a solid performance. Annoying: the pronounced inclination of the Monster, Speed Triple and most of all the Z 1000.
Winner Safety: BMW S 1000 R/KTM 1290 Super Duke R

Cost:
The consumption values of the Aprilia Tuono V4 1100 RR (6.5 l) and the MV Agusta Brutale 1090 RR Corsa (7.3 l) are shameful. The Suzuki GSX-S 1000 (4.5 l) shows what is possible in spite of its whopping power.
Winner Cost: Suzuki GSX-S 1000

 

Rankings

• 1st place: BMW S 1000 R (731 points)
  The BMW doesn’t show the slightest sign of weakness. Is perfection boring? The finely honed S 1000 R proves the opposite to be true.
• 2nd place: KTM 1290 Super Duke R (712 points)
  What an engine! Pressure, pressure and more pressure – and manners. A coherent overall package, in spite of slight chassis weakness.
• 3rd place: Suzuki GSX-S 1000 (704 points) – Best price-performance ratio
  The GSX-S impresses with great drive performance, its uncomplicated nature and plenty of motorbike for your money. Fun and reason – a good combination. Lots of points, lots of reason – and an acceptable price tag within the expensive Naked-Bike segment. The GSX-S wins by some margin in the price-performance ratio competition.
• 4th place: Ducati Monster 1200 S Stripe (693 points)Classic appearance, modern technology, lovingly put together, Italian, fantastic and most of all, balanced. The Duc is competent, but also expensive.
• 5th place: Aprilia Tuono V4 1100 RR (686 points)
  Exquisite, pure irrationality. Consumption is high, but the drive dynamics even higher. A dramatic corner-scalpel for sports enthusiasts.
• 6th place: Triumph Speed 94 (678 points)
  More James Bond than John Rambo, the Triumph scores points with its balanced performance. Dignified and callm, but not boring.
• 7th place: Honda CB 1000 R (666 points)
  While it does collect fewer points than BMW and co., it does have our sympathies. The elegant Honda is the Power-Naked bike in pinstripe.
• 8th place: MV Agusta Brutale 1090 RR Corsa (661 points)
  The noble MV steers neutrally, has good suspension and presses boldly. However, the blue-blooded diva should have a look at its drinking habits.
• 9th Kawasaki Z 1000 (645 points)
  A robust engine, distinctly front-oriented chassis, radical appearance and steering with a will of its own – you either like the Z or hate it.

 

Where is the Yamaha FZ1?

With the Yamaha FZ1 included, the Naked Bike comparison test would have been complete, with all ten manufacturers active in this segment. However, the German Yamaha subsidiary couldn’t/didn’t want to provide MOTORRAD with an FZ1 for this purpose. Was this on account of the expected result? With 640 points, the powerbike put in a rather moderate performance in the last 1,000-point assessment in MOTORRAD 3/2014. Which won’t bother fans of the Yamaha FZ1, which has been built since 2006. With a meticulous finish and a beefy appearance, even today the power pack still provides a thrill.
The only weak point of the Yamaha, the level of punch below 7,000 rpm, which is truly weak for a bike within this category, can be subsequently concealed with a shorter overall ratio. In addition to this, the Yamaha FZ1 costing just under 12,000 Euros (list price) is currently offered on the relevant online platforms for well under 10,000 Euros. Whereby – incidentally – the 148 HP FZ1 has, in a literal sense, the best price-performance ratio of all Power Nakeds.