Upright aggression: MCN's guide to the best stripped-back super nakeds on the market in 2025

For years now, super nakeds have overtaken superbikes as the ultimate thrill machines for the road. Similar power, more real world usability.

In 2025 this trend shows no sign of slowing down, manufacturers have double downed on their high performance nakeds and thrown what they can into the melting pot.

We’ve put a list together of the best you can buy in 2025, from the unhinged to the civilised – check out the best super nakeds of 2025 below!

Jump to:

• 2024-on KTM 1390 Super Duke R
• 2025-on Ducati Streetfighter V4
• 2025-on Aprilia Tuono V4
• 2025-on Honda CB1000 Hornet
• 2022-on Yamaha MT-10
• 2025-on BMW S1000R
• 2025-on BMW M1000R
• 2025-on Triumph Speed Triple 1200 RS
• 2025-on MV Agusta Brutale 1000RR
• 2025-on Kawasaki Z H2
• 2021-on Suzuki GSX-S1000

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2024-on KTM 1390 Super Duke R

The resident Austrian lunatics have reworked their Super Duke R and now it’s bigger and more powerful than ever before (as if it needed it!). “The Beast, evolved” is KTM’s tagline to accompany the new 1390 Super Duke R, now with a stonking 1350cc LC8 V-twin engine that outputs the highest bhp of any KTM road machine ever.

Fast, poised, agile – whilst the motor certainly dominates the experience, the rest of the bike can handle whatever you throw at it.

This is the fourth iteration of Super Duke R, and it’s an incredible all-round package with an arsenal of rider electronics to call upon when deploying all 187bhp and 107ft-lb of torque.

It has a Goldilocks “Just right” comfortable sporty riding position that doesn’t have you hunched up over the tank or wishing your knees were younger, yet the ground clearance at lean is excellent.

No scraping hard parts or dragging pegs, the 1390R has real capability to carve corners at will before lofting the front wheel for the next ¼ mile on the way out of them.

When KTM released the 790 Duke and 890 Duke R, they called them the “Scalpel” and “Super Scalpel” respectively. Despite being “The Beast”, the 1390R is truly a sharp instrument of its own.

It feels different to all the other superbike derived super nakeds. When pushing on it gets nervous and flighty in the name of agility, ready to lay on its side with minimal handlebar input.

Related: KTM launch updated 790 Duke naked for 2025

It’s not an unstable bike, but the supermoto-esque genes are evident and the payoff is a superb handling machine that eats up whatever you throw at it. It’s not the outright fastest but it’s without doubt one of the most exciting. With a full suite of rider assisting electronics, you’ll always have a virtual wingman backing you up and saving your bacon when the occasion arises.

To get the most out of the machine, you can spec the optional Tech Pack at £850 (which should be included as standard if we’re being honest).

The pack activates the already fitted quickshifter and autoblipper, adds additional riding modes where you can set the five-stage adjustable anti-wheelie, nine-level adjustable traction control, and time your runs to the shop with the laptimer function.

Watch: Can the KTM 1390 Super Duke R Evo turn you into a wheelie-pulling god?

The 1390 Super Duke R doesn’t have the most power in this category, but the way it delivers all its horses in such a brutal manner means it feels like it’s the fastest on the road. With the EVO model you get semi-active WP suspension, with the tools to iron out the road even more and even perform a MotoGP ride height device style launch at the next set of traffic lights.

It’s a pleasure to ride, with a Jekyll & Hyde personality that’ll deliver whatever you ask of it. Wheelie hooliganism, knee dragging antics, 150+ miles to a tank – the KTM 1390 Super Duke R is one of our favourites and firmly cemented as one of the best super nakeds you can buy in 2025.

We at MCN had a KTM 1390 Super Duke R EVO throughout 2024 as a long-term test bike. It covered 15,000 miles, obliterated both Donington Park race circuit and the Nürburgring during its time overseas. You can see the long-term test report in the video below.

Highlights: More power, new variable valve timing / New ‘ride height device’ and adjustable anti-wheelie / Hugely entertaining and remains comfortable
Specs: Engine size 1350cc / Power 187bhp / Weight 200kg (without fuel) / Seat height 834mm
Price: £17,999 (R model), £19,599 (R EVO model)
Review snapshot: We tested the 1390 Super Duke R last year on track, read about it below:

“Over the years it’s been refined to be easier to manage and now in its transformation from 1290 to 1390 it’s taken another step with variable valve timing, more grunt from its even bigger engine, refined electronics and suspension. But its extra ccs and bhps aren’t the story here. Yes, it’s faster, but it was rapid to begin with, but it’s evolved to be even friendlier.” You can read what Neevesy our chief road tester had to say in the full review of the 2024-on KTM Super Duke R on MCN.

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2025-on Ducati Streetfighter V4

Dripping with Superbike performance, Ducati have taken a different path compared to other manufacturers who tend to dial down the output of their superbike derived nakeds. With a target to retain every ounce of sporting potential and track capability, the Streetfighter is aimed squarely at being as close to a Panigale with a flat handlebar.

In 2025 The Streetfighter V4 is even more closely related to its Panigale stablemate, a whole host of changes have been made including an updated 213bhp Desmosedici powerplant. It’s very same specification that’s supplied in the 2025 Panigale V4 S, giving the Streetfighter a bump of nine brake horsepower when compared to last year.

Other additions include Brembo’s new top spec Hypure brake calipers, and the new Ducati vehicle observer electronics package. For an extra £2100, the Streetfighter V4 S model also gains Öhlins smart EC3 suspension, Öhlins steering damper, forged aluminium wheels and a lightweight lithium-ion battery. Yielding a two kilogram weight saving over the standard model, it comes in at 189kg with fluids and no fuel.

Watch: How new electronics tamed Ducati’s Streetfighter V4S

Why have Ducati gone to the effort of making the Streetfighter so similar to the Panigale superbike? The upside is it delivers for people who want an undiluted superbike without the drawbacks of discomfort. Gone are the days of trading superbike clip-ons for a wide handlebar, Ducati has done a tidy job of it before it’s left the factory.

The folk who are die hard superbike owners will find themselves easily converted with the Streetfighter, all the speed with arguably more excitement. It is expensive at a shade under £23,000 (V4), but it’s availability alongside the Panigale opens the door for a wider clientele to put Ducati’s latest gen V4 in their garage.

Ducati V4s in general have a tendency to emit a huge amount of heat, so much so that two cylinders are programmed to deactivate at standstill to minimise how cooked the rider gets when waiting. With regards to the existing 2024 Streetfighter – If you can look past the scorching engine temperature that reminds you of its existence at every stop, it’s actually quite well behaved.

Friendly at slower speeds, the Streetfighter is compliant when just travelling from A to B. That is, as long as you are okay with the fuel light coming on as soon as 80 miles into your journey. It’s a thirsty machine, so much so that most riders will have range anxiety.

Practicality aside, the 2025 Streetfighter V4 and V4 S are shaping up to be quite possibly the fastest around a circuit of all the super nakeds and one of the most blockbuster in the category. If you’ve got the cash, it’s certainly going to be a memorable ride.

Highlights: Panigale spec engine for 2025 / Angry naked superbike / Phenomenal class leading rider aid electronics
Specs: Engine size 1103cc / Power 213bhp/ Weight 191kg (without fuel) / Seat height 845mm
Price: £22,895 (V4 model), £24,995 (V4 S model)
Review snapshot: With the new Streetfighter V4 still waiting in the wings, we haven’t tested it. The previous 2020-on Streetfighter V4 S has proven to be exceptional, you can read about it below:

“Ducati have turned the dial up to 11 with the new Streetfighter V4 S, when we get a chance to ride it we’ll report back and share our thoughts on it. The outgoing Streetfighter is still ballistic and firmly attached to the Panigale spirit, it’s one of the most intense super nakeds you can buy.” You can read the 2020-on Ducati Streetfighter V4 S review on MCN.

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2025-on Aprilia Tuono V4

The Tuono V4 has always been a little bit of a special super naked, with an intoxicating soundtrack, and not that far removed from the RSV4 superbike it spawned from.

The frontal area of the Tuono is like a downsized bikini fairing version of the RSV4, offering more wind protection than its rivals and a closer riding experience to the superbike it came from.

For 2025 Aprilia have reworked the Tuono V4 and V4 Factory models, including new downforce spoilers on both, an increase in power and more effective electronic rider aids.

Riders will be welcomed by a new five-inch TFT dashboard, the Factory still comes with brilliant Öhlins smart EC2 suspension, with Aprilia sticking to the EC2 instead of the latest EC3 equipped on some of its rivals. Those opting for the base V4 model will find Aprilia have reverted the changes made in recent years to make the base model a V4 tourer instead of super naked.

They boast a beautiful connection to the tarmac where you can feel every subtlety of the riding surface, a powerhouse of an engine with quite possibly the best exhaust note of any bike, and a thrill that can be dialled up to 11 if you wind the throttle on hard.

The Tuono V4 is looking racier for 2025, we’ll wait on Aprilia to release more details and check back in once we’ve ridden it.

Highlights: V4 engine grows 22cc and gains five bhp / Improved electronics and new aero / Base model swaps from touring to super naked
Specs: Engine size 1099cc / Power 173bhp / Weight Unconfirmed / Seat height Unconfirmed
Price: To be announced
Review: The 2025 Aprilia Tuono V4 hasn’t been released yet and we haven’t tried it for ourselves. We’ll update this section with more details once we know them. You can see what we think of the already epic 2021-on model below:

“No motorcycle is blessed with such a supple road ride that’s also razor sharp on track. Nothing spills out such velvety low-down power that will also rip your face off when you get to the redline. Even fewer handle and grip like a superbike but are comfortable enough to waft big distance in comfort. The Aprilia is all those things and so much more.” You can read our full review of the 2021-on Aprilia Tuono V4 Factory on MCN.

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Honda have pulled quite a trick for 2025, their new CB1000 Hornet is less than £9000, with the bling SP version only £9999. Firstly, is it a genuine supernaked?

With an engine based on the 2017 Fireblade, it’s got the guts to classify as a super naked and although it makes the least power in the category, 155bhp is not slow by any means (the base model makes 150bhp in the absence of the SP’s exhaust valve).

Before too many comparisons are made to the competition and if we focus on what the Hornet is – it’s a very accomplished real world super naked that’s within the realms of attainability.

It’s not a basic bare bones effort either: the SP comes impressively equipped with strong Brembo Stylema brake calipers, Öhlins TTX rear shock, quickshifter and autoblipper, plus a full supply of electronic rider aids that can be managed on its colour display.

It’s sharp and exciting to ride, with such attention to detail provided during its development. Honda tried a vast number of part configurations to attain the feel they were happy with, different style engine mounts, calculated holes on the wheel spokes, and a variety of airbox intake shapes.

The result is a bike that communicates with the rider and delivers front end confidence, it’s poised and rails though turns. When you consider the included traction and wheelie control, engine brake control, rider and power modes, ABS – it’s as techy as its rivals.

Then you introduce the price, starting from £8999 for the standard model which is unbeatable value in 2025. The closest price for a direct competitor bike is £3000 more with the Suzuki GSX-S1000 priced at £11,999, with a few being twice as expensive or more (KTM 1390 Super Duke R £17,999).

The Hornet isn’t as luxurious or refined as the best of the segment, but the riding enjoyment is right up there and you’ll probably be more keen to ride it all year round that some of it’s royal competitors like the Streetfighter V4.

We gave the new Hornet SP a thorough going over last year when our chief road tester went to the launch, you can check out the full video below:

To say we’re pleased to see the arrival of the 2025 Honda CB1000 Hornet would be putting it lightly. It reminds us of a time where buying a decent large capacity bike you liked didn’t require you to sacrifice so much. In turn, you didn’t have to be so precious about it and could ride it to the nth degree which is what they are really about.

We’re not sure how Honda have managed to put it out there with such an affordable price, it’s not obvious to us yet – but we know it’s an absolute banger and one of the best super naked buys for 2025.

Highlights: Öhlins shock, Brembo Stylemas, electronics galore / Fireblade-based inline four / Easily the most affordable super naked for years
Specs: Engine size 1000cc / Power 150bhp, 155bhp (SP) / Weight 211kg (wet), 212kg (wet) (SP) / Seat height 809mm
Price: £8999 (base model), £9999 (SP model)
Review snapshot:
We’ve ridden the Honda CB1000 Hornet SP and were well impressed with it:

“It’s rapid, exciting, sharp handling, easy to ride and well equipped. The Öhlins rear shock and Brembo Stylema brakes ooze specialness, attention to detail is top notch and the level of equipment is more than generous.” On MCN you can see the Honda CB1000 Hornet SP review, courtesy of our chief road tester.

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2022-on Yamaha MT-10

The MT-10 was an instant hit since its debut, an R1 based supernaked carrying over an altered CP4 crossplane engine for greater torque and punch on the road.

Its upright nature combined with shorter wheelbase and gearing, makes the perfect recipe for pointing the front wheel skywards at any given opportunity.

Yamaha updated the MT-10 a few years ago in 2022 with more power, now sitting at 164bhp. The bike also received new styling and revised geometry in an effort to liven up the handling. It was brought up to date with the inclusion of a new colour display, a six axis IMU, and further additions such as a quickshifter + autoblipper, and lighter wheels. There have been no published changes so far for 2025.

The CP4 engine is a snarling and rough sounding animal, when uncorked, it’s one of the greatest soundtracks outside the MotoGP paddock. For noise and emission regs, it’s hushed and now has four catalytic converters instead of the original two. The SP version gets semi active Öhlins suspension, braided steel brake lines, a bellypan, plus a special Yamaha livery.

Yamaha knew they couldn’t play with the exhaust note much, so instead they pooled their sound expertise together to tune the intake. The new airbox has three different intake ducts which all resonate at different frequencies, as you go up the rev range the intake is clear to hear and gives some theatre when on the gas.

Striking the balance between a rowdy backroad scratcher and a comfortable mile muncher, the MT-10 even has a hint of practicality…which is immediately snuffed out after the fuel light comes on sub 100 miles.

Even though Yamaha themselves offered a touring model with soft luggage and windscreen, the MT-10 is far happier when used as a weekend blaster instead of Monday commuter. You can still fit a decent amount of luggage over the back without impeding rider space.

The MT-10 is great fun, although a little underperforming in the brake department with Yamaha using an altered version of the Advics brake calipers from the now discontinued R1.

It still has a rampant motor, it’s rock solid in the turns, and offers a well rounded package that has kept MT-10 owners entertained for years. Despite no update for 2025, the Yamaha MT-10 is still relevant and as exhilarating as the category’s best.

Watch: MCN’s first ride review of the Yamaha MT-10

Highlights: Midrange oomph / Top spec electronic rider aids / New airbox with boosted induction noise
Specs: Engine size 998cc / Power 164bhp / Weight 212kg (wet) / Seat height 835mm
Price: £14,316 (Standard model), £16,616 (SP model)
Review: Last updated in 2022, our road tester gave the MT-10 a thorough assessment:

“Yamaha’s MT-10 super naked has always been more than just a stripped down R1 with straight bars. Ever since its release in 2016 it’s been the only naked from Japan that can compete on equal terms with the best from Europe in the fun stakes, while costing thousands less.” You can check out the full review of the 2022-on Yamaha MT-10 on MCN.

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2025-on BMW S1000R

BMW were the new kids on the superbike block back in 2009 with the launch of the S1000RR, and in 2014 they removed it’s streamlined bodywork, fitted a wide handlebar and the S1000R was born.

The latest model in 2025 is sure to be the greatest iteration with the highest power figure to date since it’s debut, refreshed and modern styling, plus it’s crammed full of rider electronics whilst offering what could be argued a fair price for the performance in this company.

It’s been one of the more polished super nakeds over the years, with a level of friendliness and usability that’s not been matched. A strong motor, strong brakes, and the option of BMW’s DDC electronic suspension which keeps the ride supple and damped.

Watch: MCN’s first ride review of the 2021 BMW S1000R

Throwing in heated grips that are fitted as standard, the S1000R is easily converted into a steady going everyday bike. Fit a small windscreen, and it’s got genuine capability for long stints in the saddle.

For 2025 it doesn’t have big headline figures, it’s someway off the 200bhp mark that some rivals have gotten comfortable with but It’s one of the lightest bikes in the category weighing in at 199kg fully fuelled.

A new headlight design makes it immediately distinguishable from the old model, with twin LED headlights modernising the front end.

New standard features include adjustable engine brake control and drag torque control, an M short-stroke throttle, plus BMW’s intelligent emergency E-call – useful for when the road unexpectedly ends.

Also receiving shorter gearing and electronic tweaks, the 2025 S1000R has had a healthy dose of refinement, sure to be one of the best all rounders this year.

The single R is happy in top gear on a morning commute and happy flip flopping its way down a twisty B road, it should be a versatile machine for those who choose it. It’s set to be one of the best super nakeds for 2025. It does have a more powerful brother, namely the M1000R, which we’ve covered separately below.

Highlights: Power up to 167bhp with shorter gearing / New twin LED headlight design / Better value than some rivals
Specs: Engine size 999cc / Power 167bhp / Weight 199kg (wet) (S1000R) / Seat height 830mm
Price: From £13,760
Review: Whilst we haven’t been able to test the new S1000R, we have done an in depth review of the current 2021-on model which you can read below:

“On a circuit, it’s as capable as you could wish from a road bike, yet easy to ride. Ground clearance, grip, electronic rider aid intervention, stability, feel: you name it, it’s more than good enough, with the exception of the brakes, which are even harder to apply with any precision when you’re in the upper reaches of fifth gear.” You can read the full review of the 2021-on BMW S1000R on MCN.

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2025-on BMW M1000R

BMW’s first “M” bike was released in 2021 with the M1000RR, with the “M” Motorsport designation usually being reserved for their performance cars. You could consider the M1000R to be the performance version of the S1000R, with the shared hardware and overall similarities.

One key difference between the two is the M1000R rustles up another 40bhp! Equipped with the full fat shiftcam litre engine, bringing the total up to 207bhp which is enough to make your neck muscles cramp up even thinking about the wind blast.

Wings are also integrated onto the M1000R, adding stability and 11kg of downforce at 136mph. Which is useful for the track but more useful for hanging your shopping bag from when at sensible speeds, where the wings have little effect.

BMW have designed the M1000R to be more of a track weapon than the S1000R but we’re hoping the 2025 model still retains the ability to be as friendly as the single R just as the current M1000R is.

At MCN we had a 2023 M1000RR as a long term test bike and put it through its paces over the year. Check out the video below to see the roundup of the test:

It also receives some of the same updates as the 2025 S1000R: a shorter stroke throttle and new LED headlights. It’s a powerhouse and things get wild when near the redline – the 2025 model should only be better than ever from what we can see. It’s looking like one of the fiercest super nakeds in 2025.

Highlights: New Twin Led Headlight design / 58 degree M short stroke throttle / Rapid shiftcam four cylinder engine
Specs: Engine size 999cc / Power 207bhp / Weight 199kg (wet) / Seat height 830mm
Price: £19,990 (M1000R)
Review: We’re eager to test the new M1000R as soon as we can, read below what we thought of the previous 2023-on model:

“It might have been conceived for the track but the M1000R is as flexible, forgiving and easy to ride as the less powerful S1000R. That’s quite a trick for a 207bhp monster that turns into a wild-eyed superbike at high revs with handling to match, but the engine lacks a bit of character, you won’t feel any benefit from the wings on the road and tyres take time to warm up.” You can read the full review of the 2023-on BMW M1000R on MCN.

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2025-on Triumph Speed Triple 1200 RS

Recently unveiled, the 2025 Speed Triple 1200RS gains new smart electronic suspension courtesy of Öhlins, more power and remains one of the lightest bikes in the category. The big triple gained 110cc in 2021, and since then it’s been the most performance-oriented Speed Triple ever.

Gone was the road focus and more track ability rolled in, new frame, new suspension and brakes, and an engine overhaul to bring the Speed Triple’s outright performance more in line with the competition.

Although the first go at making the 1200 Triple yielded a potent and friendly bike, it lost some of the road manners it had in previous generations of Speed Triple.

Watch: MCN’s first ride review of the 2021 Triumph Speed Triple 1200 RS

The ride is on the harsh side and takes some experimenting to adjust the manual Öhlins into a sweet spot where it’s supportive yet plush.

With the 2025 model, Triumph have addressed this directly with new Öhlins smart EC3 suspension. It promises to give all the sporting potential one might need on a super naked, yet on the road it can keep the harshness at bay. It’s great to see Triumph address the one standout issue we found with the 2021-on Speed Triple 1200 RS.

The electronics were already first class, further refined in 2025 with a new independently adjustable wheelie control setting and brake slide assist whilst in track mode. It comes with all the assists we are used to seeing now, traction control, cornering ABS, cruise control, quickshifter and autoblipper.

A let down with the previous model was the TFT display. The graphics are small despite the large screen size, and the themes are dark and hard to read at times. It can be navigated with relative ease, with semi smooth animations it’s a shame it doesn’t look as pretty as the designers intended. We’re hoping the TFT on the 2025 model gets a new theme so the riding data is clearer to see.

Shod with Pirelli Supercorsa SP V3s and Brembo Stylema calipers, the focus on track ability is clear to see. The new model gets a new freer flowing exhaust system that aids in boosting the output three bhp over the previous model. The Speed Triple 1200 RS is unique in being the only triple in the category, and it offers a balanced delivery of fierce yet smooth power.

It’s unmistakable that the 2025-on Speed Triple 1200 RS will take the fight to the other more powerful Europeans and come out unscathed. It’s one of the best super nakeds for 2025.

Highlights: New Öhlins EC3 suspension / Power increased to 180.5bhp / Enhanced rider electronics
Specs: Engine size 1160cc / Power 180.5bhp / Weight 199kg (wet) / Seat height 830mm
Price: £17,495
Review: We’re riding the new Speed Triple 1200RS early this year, so we’ll check in back here once we’ve tried it. We’ve reviewed the outgoing 2021-on model which you can read about below:

“The Speed Triple goes exactly where you point it, no matter how hard you push. Steering is sweet, there’s lots of grip and ground clearance and in Track mode there’s never any interference from the ABS, letting you use its brutally powerful Brembo Stylemas to the full.” You can read our full review of the 2021-on Speed Triple 1200RS on MCN.

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2020-on MV Agusta Brutale 1000 RR

By far the most opulent bike in this category, the Brutale 1000 RR is exactly what it should be – exotic, powerful, and non-conforming.

Featuring the inline four motor from the MV F4 Superbike, the Brutale has got some serious legs but it’s much harder to access than its rivals.

It’s got oodles of big peaky power, 205bhp to be exact. It has the same character as the F4 its descended from, and on the road you can only touch it here and there because of how high up in the rev range it is.

Watch: Neevesy’s BMW S1000R vs MV Agusta Brutale 1000RR twin test review

It’s not all style and no substance, the Brutale features top shelf equipment as you’d except from a boutique brand like MV.

Equipped with the latest and greatest Öhlins smart EC3 suspension and steering damper, Brembo Stylema calipers matched with a Brembo master cylinder, plus sharp superbike geometry – the Brutale has the basis of a well sorted bike.

On the road it can be a little harsh even with the clever suspension ironing out most of the contact patch. Bumps are felt clearly through it’s hard seat, it doesn’t glide across them, the bones of the Brutale are stiff just like the F4 it’s related to.

From every angle the Brutale is an art piece, well in tune with MV’s emphasis on motorcycle art. The tail unit is a totally unique specimen, housing an eye-catching rear light with two holes above it for daylight to pass through.

The frame is a hybrid of aluminium spar and steel trellis, flanking the forward area of the cylinder head. The beautifully suspended TFT dash is pleasing to look at with graphics straight from a modern Italian supercar.

Even the front mudguard is deliciously overengineered, with the guard itself suspended above the tyre by a fork mounted aluminium support either side, totally unnecessary but wicked looking.

Now updated for Euro 5+, the motor is fierce but in the company of it’s rivals it appears bland.
Wind on the throttle and you’ll find it’s smooth with a very linear progression of acceleration.
Comparatively it lacks mid-range drive and finds itself in too high a gear unless you stay on top of downshifts to keep the revs up.

When the needle climbs high enough, the top end power is absolutely searing and firmly solidifies its position as the highest powered MV on sale today. We reckon it’s the most attractive of the super naked bunch, and rides well despite other options offering more excitement for a lot less money.

It’s clear that the MV Agusta Brutale 1000RR is one of the best super nakeds you can buy in 2025, although it’s not for everyone.

Highlights: Based on MV F4 superbike / Credible rider aids for power / Cafe racer riding position
Specs: Engine size 998cc / Power 205bhp / Weight 203kg (without fuel) / Seat height 845mm
Price: £29,500
Review: We enjoyed our time with the Brutale 1000 RR, read what our road tester thought of it below:

“It’s no better than the cream of its much cheaper super naked rivals, either. But underneath its layers of shiny paint and away from its designer labels, decadent styling and fancy electronics it’s a well-sorted, involving, refined and capable motorcycle. It’s still raw, unapologetically angry and lacks real-world grunt, but it’s the best MV have produced in a very long time.” You can see the full review of the MV Agusta Brutale 1000 RR on MCN.

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2020-on Kawasaki Z H2

The only bike here that can be easily identified with closed eyes, the Kawasaki Z H2 confirms its presence with a trademark supercharged chirping sound.

It’s the heaviest and least sporting of the bunch, and whilst it lacks the corner delicacy and light-footed touch of some of the others – it makes up for it with surging acceleration usually reserved for bikes over it’s 998cc capacity. Released in 2020, Kawasaki have made no changes in 2025 but it’s still right up there.

The Z H2 is predictable and civilised, with the supercharger having no ill effect on rideability. It suits well as a road bike and soaks up the road like a tourer, even more so with the SE version which comes with semi active suspension.

At 239kg, there’s a little more mass to manage compared to the others, Kawasaki have done well with fitting Brembo M4.32 monobloc calipers.

They aren’t the high end units we have seen on other bikes, but they manage to slow the Z H2 without much effort and don’t leave the bike feeling underbraked.

At 197bhp it’s right on the money for a powerful super naked and it comes with an electronics spec we’d expect to see in 2025.

Lean sensitive traction control, anti-wheelie, launch control, cruise control, a quickshifter and autoblipper an easy-to-read colour display that can link to your phone.

If circulating a racetrack, the Z H2 will find itself being overtaken by the competition when navigating corners and on the brakes.

Kawasaki designed it to be primarily a road bike, a bigger and more luxury supercharged experience that you can’t get anywhere else. It’s one of the more leftfield super naked models around and is one of the best on sale in 2025.

Watch: MCN’s first ride review of the Kawasaki Z H2

Highlights: Supercharged high performance naked / Futuristic styling / Smooth electronic assists
Specs: Engine size 998cc / Power 197bhp / Weight 239kg (wet) / Seat height 830mm
Price: £17,299 (Standard), £19,799 (SE)
Review: Unchanged for 2025, you can read what our road tester said we they tested the Z H2:

“It’s fearsomely fast and overflowing with chirpy, elasticated grunt, but it’s also incredibly smooth, friendly and accessible, thanks to clever mapping and electronics that let you squeeze out every last drop out of performance in complete safety.” You can read the full review of the 2020-on Kawasaki Z H2 on MCN.

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2021-on Suzuki GSX-S1000

Whilst it may not be in the limelight much of the time, the Suzuki GSX-S1000 is an accomplished road bike that can still turn the world blurry if desired.

With an engine based on the ever-popular GSX-R1000 K5, the new GSX-S has plenty of go and is built on a tried and tested platform with a reputation for reliability.

In 2025 the GSX-S doesn’t receive any updates and is now facing hard competition from Honda with their new CB1000 Hornet.

Whilst it’s a great deal cheaper than the offerings from Ducati and KTM, at £11,999 the Suzuki is £3000 more than the Hornet. It offers the same power but is outspecced by the Hornet everywhere else.

It’s a great and enjoyable bike in its own right, and whilst its not IMU equipped, the electronics that come on it are effective.

Five-way traction control, ABS, quickshifter and autoblipper, three different power modes – it’s not as extensive as other bikes but it gets the job done without feeling the need for anything more advanced.

Sporting a comfortable and upright position, the Suzuki manages it’s mass well with adjustable suspension and powerful Brembo calipers. It misses out on a colour TFT display that you can find elsewhere, but the digital dash is easy to use and in the absence of a full electronics package – a more comprehensive display isn’t needed.

The GSX-S is a flexible and well performing road bike that has undercut the competition on price since its release, but with the arrival of the new Hornet the GSX-S seems to be in no mans land.

It’s a worthy buy in all aspects and in 2025 it’ll certainly be much cheaper than the European options, but it’s hard to ignore the arrival of the Honda.

Still a valuable super naked in 2025, the GSX-S1000 isn’t a regrettable buy – especially if you prefer your bike in blue.

Highlights: Engine still based on excellent K5 GSX-R1000 lump / Economical alternative to more exotic super nakeds / Simple electronics by today’s standards
Specs: Engine size 999cc Power 150bhp / Weight 214kg (wet) / Seat height 810mm
Price: £11,999
Review: You can see what our road tester had to say about the GSX-S10000 below:

“Its GSX-R1000 K5-derived powertrain and impressively competent chassis are improved and make for a great road bike and its electronics, quickshifter and new dash are welcome upgrades.” You can read the full review of the 2021-on Suzuki GSX-S1000 on MCN.

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So there you have it, quite the selection available for 2025. This year has it all with the most outrageous and exotic machines available right next to the most affordable we’ve seen for a while. There’s sure to be one here for you.

If you are looking to take home one of these bikes or their previous models, you can see what we have for sale on MCN. Still not sure which one is right for you? See our 2021 Super naked Shootout below for some perspective on how they compare.

We’ll update the newest 2025 bikes once we’ve ridden them, so check back here later on in the year.