Table of Contents
Why Stripped-Down Bikes Force You to Become a Better Rider
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Weekend Warriors: Bikes That Thrive on Backroad Loops
Yamaha MT-09
Triumph Street Triple 765 RS
KTM 890 Duke R
Suzuki GSX-S750
Kawasaki Z900
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Daily Grind Survivors: Commuter-Friendly Naked Motorcycles Built for Real Traffic
Honda CB650R
Yamaha MT-07
Kawasaki Z650
Suzuki SV650
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Track Day Refugees: Hyper Naked Motorcycles That Left the Fairing Behind
Ducati Streetfighter V4 S
BMW S 1000 R
Aprilia Tuono V4 1100 Factory
KTM 1290 Super Duke R
Kawasaki Z H2
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Budget Conscious Rebels: Entry-Level Naked Bikes That Don't Feel Like Compromises
Yamaha MT-03
KTM 390 Duke
Honda CB500F
Husqvarna Svartpilen 401
Keeping Your Phone Secure While You Focus on the Road
Final Thoughts
TL;DR
Best Overall: Yamaha MT-09 (power, price, practicality in one package)
Best Premium: Triumph Street Triple 765 RS (worth every penny of that $3k premium)
Best Commuter: Yamaha MT-07 (50+ mpg and bulletproof reliability)
Most Insane: Ducati Streetfighter V4 S (208 hp of questionable life choices)
Best Value: Suzuki SV650 (still perfect after 25 years)
Best Beginner: KTM 390 Duke (teaches you to ride properly from day one)
Why Stripped-Down Bikes Force You to Become a Better Rider
Fairings are a lie. They let you pretend you're fast when you're just hiding behind plastic. The best naked bikes remove that buffer and force you to actually ride the damn thing.
Wind at 80 mph? You feel it. Bad throttle control? The bike tells you immediately by trying to buck you off. Sloppy line choice? You're fighting wind resistance mid-corner instead of flowing through.
When you can't hide behind a windscreen, you learn to anticipate gusts before they hit. You adjust your line mid-corner based on what the wind does to your torso. Hit a crosswind and you'll find yourself two feet wider than you planned, wondering if you're about to run out of road or dignity. Speed limits that felt comfortable on a faired bike suddenly demand respect when you're taking the full force of air pressure against your chest.
This exposure forces you to read road conditions more carefully. You manage your body position deliberately because every input gets telegraphed back through your entire body, not just your hands. Throttle control becomes smoother because the bike tells you immediately when you're being ham-fisted with the twist grip.
This isn't about machismo or looking cool (though naked bikes do look cool). It's about the feedback loop. Faired bikes let you get away with mistakes. Naked bikes make you pay for them, which means you stop making them.
I've organized this list around real riding scenarios: weekend loops, commuting, track days, and budget builds. The best naked bikes aren't determined by power figures or spec sheets alone. They're about which machine matches how you actually ride, not how you imagine yourself riding.
Weekend Warriors: Bikes That Thrive on Backroad Loops
These are the bikes that make you cancel plans so you can ride instead.
Saturday morning. Three hours of empty backroads. This is where middleweight naked bikes shine. These machines in the 650-900cc range balance enough power to make straights interesting with manageable weight that won't fatigue you after two hours of aggressive cornering. Strong mid-range torque pulls you out of second-gear corners without downshifting. Comfortable ergonomics don't punish your wrists on the ride home.
These aren't commuter bikes that can handle weekend rides. They're purpose-built for riders who live for those Saturday morning sessions, where the goal is maximizing seat time on roads you know by heart, pushing your skills incrementally further each weekend.
The middleweight motorcycle category represents the sweet spot for most riders. You get legitimate performance without the compromises that come with larger displacement machines.
Bike Model |
Engine Type |
Horsepower |
Wet Weight |
Suspension Adjustability |
Price Point |
|---|---|---|---|---|---|
Yamaha MT-09 |
890cc Triple |
117 hp |
417 lbs |
Standard fork/shock |
Mid-range |
Triumph Street Triple 765 RS |
765cc Triple |
121 hp |
418 lbs |
Öhlins front/rear |
Premium |
KTM 890 Duke R |
889cc Parallel-Twin |
119 hp |
408 lbs |
WP Apex front/rear |
Premium |
Suzuki GSX-S750 |
749cc Inline-Four |
112 hp |
467 lbs |
Non-adjustable |
Budget-friendly |
Kawasaki Z900 |
948cc Inline-Four |
123 hp |
463 lbs |
Non-adjustable |
Mid-range |
1. Yamaha MT-09
The MT-09 is the best all-around bike in this category, and I'll fight anyone who disagrees.
The 890cc triple is weird in the best way. It doesn't punch like a twin or scream like an inline-four. It just pulls, and pulls, and pulls. Smooth enough to commute on, aggressive enough to scare yourself when you crack the throttle at 6,000 rpm.
117 hp doesn't sound like much on paper. Then you throw a leg over this 417-pound missile and realize the power-to-weight ratio puts you in legitimate sportbike territory. The upright seating position means you're not folded over the tank after 90 minutes.
The ride-by-wire throttle gives you multiple power modes. You'll probably stick with Standard after trying Sport once on a cold tire. The six-axis IMU feeds data to the lean-sensitive traction control and ABS, which matters when you're pushing through decreasing-radius turns on unfamiliar backroads.
The suspension is fine until you start pushing hard, then you'll wish Yamaha spent another $500 here. Most riders end up spending their first modification budget on fork springs and rear shock. The quickshifter (up and down) comes standard and transforms how you attack corner exits when you can bang through gears without clutch modulation breaking your rhythm.
2. Triumph Street Triple 765 RS
The Moto2 pedigree isn't marketing fluff. You feel it every time you crack the throttle past 8,000 rpm.
Triumph took the engine from their Moto2 race program and detuned it just enough to be street-legal. The 765cc triple spins to 12,500 rpm and makes 121 hp. The sweet spot lives between 6,000 and 10,000 rpm where the power builds with urgency that feels faster than the numbers suggest.
The RS variant gets you Öhlins suspension front and rear, Brembo M50 calipers, and a quickshifter that works both directions with precision that rivals bikes costing twice as much. The electronics package includes five riding modes, lean-sensitive ABS and traction control, and a TFT display that's actually readable in direct sunlight. That detail matters more than you'd think when you're trying to adjust settings mid-ride.
The seating position is slightly more aggressive than the MT-09. You'll appreciate this when you're carrying speed through corners but might regret it on the highway stretches between your favorite roads. This bike rewards commitment. If you're the rider who brakes later and carries more speed than feels comfortable, the Street Triple RS will meet you there.
Is the Triumph worth $3,000 more than the MT-09? If you're keeping the bike stock, probably not. If you plan to push hard on track days, absolutely. The Öhlins suspension alone would cost $2,000 to add to the Yamaha.
3. KTM 890 Duke R
KTM looked at the middleweight class and decided to build the most aggressive option possible. The 890 Duke R executes that vision without apology.
The 889cc engine produces 119 hp at 9,250 rpm, but it's the 73 lb-ft of torque at 7,750 rpm that defines the riding experience. Massive mid-range punch lets you lug this naked bike through tight technical sections in third gear, then scream to redline when the road opens up.
The chassis uses a chromoly steel trellis frame that's both lighter and stiffer than the aluminum frames on competing bikes. The WP Apex suspension offers damping quality that most manufacturers reserve for their track-focused models.
The electronics suite includes cornering ABS, nine-level traction control, and a quickshifter that's aggressive enough to feel slightly violent when you're hammering through gears. The riding position is the most aggressive in this category, with lower bars and higher pegs that put you in attack mode whether you want to be or not.
This bike doesn't pretend to be versatile. Buy this if you prioritize corner speed above everything else. Skip it if you want something comfortable for all-day rides.
4. Suzuki GSX-S750
The GSX-S750 runs a detuned version of the 2005-2008 GSX-R750 engine. That engine was already considered one of the best inline-fours ever made, so this isn't the compromise it sounds like.
112 hp from 749cc, wrapped in a chassis that weighs 467 pounds ready to ride. The power delivery is smoother and more linear than the triples in this category, which makes it easier to manage when you're learning new roads or riding in mixed conditions.
The suspension is basic: non-adjustable 41mm fork, preload-only rear shock. It's tuned well enough for street riding and doesn't demand immediate upgrades unless you're pushing truly hard.
The three-mode traction control system is less sophisticated than what you'll find on newer bikes, but it works without being intrusive. This naked motorcycle makes sense for riders who want proven reliability and straightforward performance without paying for the latest electronic wizardry.
The used market is deep, parts are cheap, and the engine has a documented track record of running past 50,000 miles with basic maintenance. It's not the most exciting option here, but it might be the smartest if you plan to keep a bike for years.
5. Kawasaki Z900
Kawasaki's 948cc inline-four makes 123 hp, giving you the most displacement and highest peak power in this category. The engine character sits between the aggressive triples and the smooth GSX-S750, with strong bottom-end torque that builds into a top-end rush that keeps pulling past 10,000 rpm.
The steel trellis frame keeps weight at 463 pounds. The geometry strikes a balance between stability and flickability that works whether you're commuting or carving canyons.
The electronics are adequate but lag behind what Yamaha and Triumph offer: three power modes, two-level traction control, ABS. The suspension is where Kawasaki saved money, with a non-adjustable 41mm fork and preload-only rear shock that feel soft when you're pushing hard.
Most riders end up upgrading the springs and adding aftermarket damping if they plan to keep the bike long-term. The Z900 makes sense if you prioritize outright power and don't mind handling the electronics and suspension upgrades yourself. The engine is the star here, and everything else is built to support it at a price point that undercuts most competitors by $1,500-2,000.
Daily Grind Survivors: Commuter-Friendly Naked Motorcycles Built for Real Traffic
Commuting sucks. The best commuter bike is the one you don't hate after two weeks of stop-and-go traffic.
These naked motorcycles handle the reality of daily riding: stop-and-go traffic, unpredictable weather, tight parking situations, and the need to arrive at work without being physically exhausted.
These machines in the 500-700cc range offer enough power to merge confidently on highways while maintaining low-speed maneuverability that doesn't punish you in urban environments. They prioritize fuel efficiency (40+ mpg), manageable seat heights for varied rider sizes, and enough weather protection to survive unexpected rain without making you miserable.
The ergonomics focus on all-day comfort rather than aggressive positioning, with bars that don't load your wrists and pegs that don't cramp your knees during extended stops at traffic lights.
6. Honda CB650R
Honda's 649cc inline-four produces 93 hp at 12,000 rpm. You get a sportbike-derived engine in a package that's actually comfortable for daily use.
The four-cylinder configuration means smooth power delivery across the entire rev range, with enough bottom-end torque to pull from 3,000 rpm in top gear and enough top-end to make highway passing effortless.
The Neo Sports Café styling is polarizing. You'll either love the minimalist aesthetic or find it too austere. The ergonomics work for riders from 5' 6" to 6'2" without modification. The 31.5-inch seat height is manageable for shorter riders, and the 450-pound wet weight feels lighter than the spec sheet suggests once you're moving.
The Showa SFF-BP fork (borrowed from Honda's sportbike line) offers damping quality that's exceptional for this price point. The rear shock provides enough adjustment to dial in your preferred ride quality.
The electronics are basic: two power modes, ABS. Honda's focus here is on mechanical refinement rather than digital complexity. This naked motorcycle excels at being invisible when you need it to be and engaging when you want it to be.
If you want four-cylinder smoothness in a commuter package under $10k, this is your only real option.
7. Yamaha MT-07
I've put 15,000 miles on an MT-07. It's never left me stranded, never needed anything but oil changes and tires, and still makes me grin every time I nail a downshift into a tight corner.
The 689cc parallel-twin makes 73 hp. That sounds underwhelming until you factor in the 403-pound curb weight and realize the power-to-weight ratio embarrasses bikes with 50% more displacement.
The CP2 engine delivers torque in a way that makes the bike feel faster than it is. Strong pull from 4,000 rpm peaks at 6,500 rpm and stays flat until redline. You can ride this naked motorcycle in third gear through most urban environments without feeling like you're lugging the engine or over-revving unnecessarily.
The steel frame and simple suspension (non-adjustable 41mm fork, preload-only rear shock) keep costs down. The chassis tuning is so well-sorted that most riders never feel the need to upgrade.
The riding position is upright enough for comfort but sporty enough to feel engaged, with a 31.7-inch seat height that works for shorter riders. The fuel economy averages 50-55 mpg in mixed riding, which translates to 200+ miles per tank and the ability to skip gas stations for a week of commuting.
The MT-07 gets 50+ mpg, which means you're spending $30/month on gas instead of $60. That's $360/year you can spend on literally anything else.
This is the best choice for riders who want maximum engagement per dollar spent. For riders who split their time between daily commuting and weekend adventures, versatile mounting solutions become essential.
8. Kawasaki Z650
Kawasaki's 649cc parallel-twin produces 67 hp in a chassis that weighs 410 pounds. It's the most accessible option in this category, and that's not a bad thing.
The engine character is friendly and predictable, with linear power delivery that never surprises you and enough torque to pull cleanly from 3,000 rpm in any gear. The riding position is the most upright here, with wide bars and a 31.1-inch seat height that makes this bike manageable for riders with 28-29 inch inseams.
The suspension is basic: non-adjustable fork, preload-only shock. It's tuned soft enough to absorb rough pavement without beating you up. The electronics are minimal (ABS only, no traction control or riding modes), which keeps the price point aggressive and the learning curve shallow.
The Z650 is the cheapest option here by $1,000. It's also the slowest and has the worst electronics. If that matters to you, spend more. If you just need to get to work, save the money.
These naked motorcycles make sense for newer riders transitioning from smaller displacement machines, or experienced riders who want something simple and reliable for daily transportation. The used market is strong, maintenance costs are low, and the bike holds its value better than most in this category.
You're not getting premium components or cutting-edge technology, but you get a machine that starts every morning and gets you where you need to go without drama.
9. Suzuki SV650
The SV650 has been in production since 1999 with minimal changes. Suzuki figured out the perfect formula and decided "if it ain't broke, why fix it?"
The 645cc V-twin makes 75 hp with a power delivery that's more entertaining than the parallel-twins in this category. You get a distinctive exhaust note and a willingness to rev that makes the bike feel more powerful than the numbers suggest.
The 434-pound curb weight and low center of gravity (thanks to the V-twin configuration) create handling that's intuitive and forgiving, even when you're pushing beyond your comfort zone. The 30.9-inch seat height is the lowest in this group, making it accessible for riders who struggle with taller bikes.
The suspension is dated: non-adjustable fork, preload-only shock. It's been refined over 25 years of production to the point where it works well enough for most riders. You won't win track days on stock suspension, but you won't hate yourself on the commute home either.
The aftermarket support is unmatched in this category, with every conceivable upgrade and modification available from multiple manufacturers. This is the best choice for riders who plan to keep their machine for years and gradually personalize it, or for anyone who values the peace of mind that comes from riding a proven platform with two decades of development behind it.
I'm supposed to tell you the SV650 is a great beginner bike. It is. But I've known riders who kept one for years and 30,000 miles, still grabbing those keys over their friend's $15k bikes half the time. Sometimes enough is better than more.
When you're customizing your SV650 for long-distance touring or daily commuting, secure phone mounting becomes a priority.
Track Day Refugees: Hyper Naked Motorcycles That Left the Fairing Behind
You don't need 200 horsepower on the street. These bikes are objectively stupid. They're also incredibly fun, which is why they exist.
Super naked bikes deliver superbike performance without the committed riding position and aerodynamic requirements of fully-faired machines. These 150+ hp monsters come with premium suspension components, high-spec brakes, and electronic packages that rival or exceed what you'll find on current sportbikes.
These hyper naked motorcycle options make sense for riders who want track-level performance for aggressive street riding but don't want to fold themselves over a tank or deal with the wind blast that comes with high-speed riding on a sportbike.
The trade-off? You're giving up top-end speed (most of these bikes run out of steam around 160 mph due to aerodynamic limitations) in exchange for better visibility, more comfortable ergonomics, and the ability to use the performance more often in real-world conditions.
These machines cost as much as or more than their faired counterparts, but they deliver an experience that's more usable on public roads while maintaining the capability to embarrass dedicated sportbikes when the road gets technical.
10. Ducati Streetfighter V4 S
208 horsepower. Ducati looked at the 200hp superbike market and said "what if we made it MORE terrifying by removing the fairings?" The Streetfighter V4 is what happens when engineers have too much freedom and not enough adult supervision.
Ducati stripped the fairings off their Panigale V4 S superbike, added a set of high bars, and created what might be the most intimidating naked motorcycle on the market.
The 1,103cc V4 produces 208 hp at 13,000 rpm and 90 lb-ft of torque at 9,500 rpm. Power figures that exceed what most literbike sportbikes made just five years ago.
The electronics package is overwhelming: six power modes, eight-level traction control, wheelie control, engine brake control, launch control, and a six-axis IMU that monitors lean angle, pitch, and yaw 100 times per second. The Öhlins Smart EC 2.0 suspension adjusts damping electronically based on riding conditions, and the Brembo Stylema calipers provide stopping power that's almost violent.
The riding position is aggressive for a naked bike but relaxed compared to the Panigale, with bars that are 60mm higher and 100mm wider. You're still leaned forward enough to weight the front tire properly, but you can ride for two hours without your wrists screaming.
Real Talk:
The Streetfighter V4 S costs $26,000. Insurance will be $3-4k/year if you're under 30. Tires last 3,000 miles if you're gentle. This is a money pit with two wheels.
You don't need this bike. Buy it anyway.
11. BMW S 1000 R
The S 1000 R is better than the Streetfighter V4 for 90% of riders, but nobody wants to hear it because it's not Italian.
BMW's 999cc inline-four makes 165 hp, which is 43 hp less than the Streetfighter V4 S but still more than enough to get you in serious trouble. The engine is derived from the S 1000 RR superbike but tuned for stronger mid-range torque, with peak power arriving at 11,000 rpm instead of 13,500 rpm.
The motor feels more usable on the street, with meaningful acceleration from 5,000 rpm that builds linearly to redline.
The electronics include four riding modes (Rain, Road, Dynamic, and customizable Dynamic Pro), lean-sensitive ABS and traction control, and optional Pro Modes that add wheelie control, launch control, and pit lane limiter.
The chassis uses a composite frame (cast aluminum front section, tubular steel rear) that's both lighter and stiffer than a full aluminum frame while maintaining rigidity. The standard suspension is fully adjustable at both ends, with optional Dynamic Damping Control that adjusts compression and rebound electronically.
The riding position is the most upright in this category, making the S 1000 R the most practical option for riders who want performance without sacrificing daily usability. You can commute on this bike Monday through Friday, then push hard on Saturday without feeling like you're compromising either use case.
The S 1000 R costs $15,000 and makes 165 hp. A Honda Civic costs $28,000 and makes 158 hp. The math doesn't math, but here we are.
12. Aprilia Tuono V4 1100 Factory
Aprilia's 1,077cc V4 produces 175 hp at 11,500 rpm, splitting the difference between BMW's practicality and Ducati's excess. The narrow-angle V4 configuration (65 degrees between cylinder banks) creates a motor that's almost as compact as an inline-four but with the character and sound of a V-twin.
The power delivery is aggressive, with strong pull from 6,000 rpm that intensifies as you approach the 11,750 rpm redline.
The Factory variant gets you Öhlins NIX-30 fork and TTX36 shock, Brembo M50 calipers, and forged aluminum wheels that reduce unsprung weight by 2.2 pounds compared to the standard model. The electronics package includes three riding modes, eight-level traction control, wheelie control, launch control, cruise control, and a six-axis IMU feeding data to the cornering ABS.
The TFT display is the best in this category, with intuitive menus and enough customization to satisfy riders who want granular control over every parameter.
The riding position is more aggressive than the BMW but less committed than the Ducati, with bars positioned to weight the front tire properly without loading your wrists excessively. This is the best naked motorcycle for riders who prioritize handling precision and want a bike that feels like a scalpel through technical sections.
I'm a sucker for V4s. That off-beat exhaust note does something to my brain that inline-fours just don't.
13. KTM 1290 Super Duke R
KTM's 1,301cc V-twin makes 180 hp and 103 lb-ft of torque, giving you the most torque in this category by a significant margin. The power character is completely different from the V4s and inline-fours here, with massive bottom-end punch that arrives at 3,000 rpm and stays strong through the mid-range before tapering off at 9,500 rpm.
You can short-shift at 7,000 rpm and still accelerate harder than most bikes at full throttle.
The chassis uses a chromoly steel trellis frame that's designed to flex in specific ways, creating a ride quality that's simultaneously compliant and precise. The frame flexes just enough over mid-corner bumps that you don't get bucked off your line, but stays rigid when you're hard on the brakes. The WP APEX suspension is fully adjustable and offers damping quality that rivals the Öhlins components on bikes costing $5,000 more.
The electronics include five riding modes, nine-level traction control, cornering ABS, and a quickshifter that works flawlessly in both directions. The riding position is upright and commanding, with wide bars that give you leverage for aggressive directional changes.
This bike weighs 430 pounds dry (about 460 wet), making it one of the lighter options in this category despite the large displacement. The Super Duke R makes sense for riders who want brutal acceleration and don't care about top speed or track capability. This is a street bike that happens to have superbike power, not a superbike pretending to work on the street.
Skill Warning:
The 1290 Super Duke R makes 180 hp and will happily kill you if you're stupid with the throttle. It's not a beginner bike. It's barely an intermediate bike. Be honest about your skill level.
14. Kawasaki Z H2
Kawasaki took their supercharged 998cc inline-four from the Ninja H2 and installed it in a naked bike chassis, creating something that doesn't quite fit any existing category.
The supercharger delivers 197 hp at 11,000 rpm, with a power delivery that's linear until about 8,000 rpm, then explodes with boost that physically shoves you backward. The acceleration from 6,000 to 10,000 rpm is violent in a way that naturally aspirated bikes can't replicate, with the supercharger whine building in the background as the tach needle sweeps toward redline.
The electronics include four power modes, three-level engine brake control, cornering ABS, and traction control that's sophisticated enough to let you slide the rear tire without cutting power abruptly. The suspension is Showa at both ends (fully adjustable), and the Brembo M50 cali pers provide stopping power that matches the acceleration.
The riding position is upright with wide bars, but the 830mm (32.7-inch) seat height is the tallest in this category. The Z H2 weighs 529 pounds wet, making it the heaviest bike here by 60-70 pounds. You feel that weight at parking lot speeds, but it disappears once you're moving.
This machine makes sense for riders who want an experience they can't get anywhere else and don't mind the compromises that come with forced induction. Kawasaki claims the supercharger is about "smooth power delivery." That's PR speak for "this thing hits like a freight train at 8,000 rpm and we needed to justify it somehow."
Budget Conscious Rebels: Entry-Level Naked Bikes That Don't Feel Like Compromises
Small bikes are more fun than big bikes on 90% of roads. Fight me.
These bikes under 500cc prove you don't need massive displacement to have meaningful fun. They prioritize light weight, manageable power delivery, and low operating costs without feeling like training wheels or starter bikes.
These motorcycles are ones that experienced riders genuinely enjoy (not just tolerate as beginner options), with handling that rewards skill development and engines that encourage you to use the full rev range. The insurance costs are reasonable, fuel economy exceeds 60 mpg, and maintenance intervals are long enough that you're not constantly wrenching.
These are the best naked motorcycles for riders on tight budgets, new riders building skills, or experienced riders who want a second bike for urban environments where big displacement is more liability than asset. The key is finding machines that feel complete and purposeful rather than stripped-down or compromised.
For new riders learning the fundamentals on these entry-level machines, proper phone mounting ensures you can navigate safely.
15. Yamaha MT-03
Yamaha's 321cc parallel-twin makes 42 hp at 10,750 rpm in a chassis that weighs just 368 pounds wet. The power delivery is smooth and predictable, with enough torque at 4,000 rpm to pull cleanly from low revs and enough top-end to rev past 11,000 rpm without feeling strained.
The riding position is identical to the MT-07, giving you the same ergonomics in a package that's 35 pounds lighter and $2,500 cheaper.
The suspension is basic (non-adjustable 37mm fork, preload-only shock), but it's tuned well enough that you don't feel shortchanged. The brakes are a single 298mm disc up front with a two-piston caliper, which sounds inadequate until you realize the bike only weighs 368 pounds and doesn't make enough power to overwhelm the braking system.
The electronics are minimal (ABS only), keeping the interface simple and the price point aggressive. This machine makes sense for new riders who want Yamaha's build quality and ergonomics without the intimidation factor of the MT-07's power, or for experienced riders who want something light and tossable for urban riding.
The MT-03 makes 42 hp. That's not a lot. You'll get passed by minivans on highway onramps. But in the canyons? You'll be shifting at redline through every corner while the liter bike guys are short-shifting in second gear trying not to die.
The MT-03 teaches you to carry corner speed and use the full rev range because you don't have excess power to compensate for mistakes.
16. KTM 390 Duke
KTM's 373cc single-cylinder makes 43 hp at 9,000 rpm, giving you similar peak power to the MT-03 but with completely different character. The single-cylinder configuration means you get more vibration and a more aggressive exhaust note, but also 25 pounds less weight (343 pounds wet) and sharper handling.
Single-cylinder engines are supposed to be buzzy, agricultural things you tolerate. The 390 Duke didn't get that memo.
The chassis uses a chromoly steel trellis frame, WP suspension at both ends, and a geometry that's identical to the 890 Duke R scaled down proportionally. Handling feels like a full-size bike shrunk in the wash rather than a beginner bike trying to mimic a larger machine.
The electronics include ride-by-wire throttle, two riding modes, switchable ABS, and a TFT display that's more sophisticated than what you'll find on naked bikes 2024 costing twice as much. The ByBre brakes (Brembo's budget line) provide strong stopping power with good feel at the lever.
The 390 Duke makes sense for riders who prioritize handling precision and don't mind the compromises that come with single-cylinder engines: more vibration, shorter service intervals, less smooth power delivery. This is the best choice in this category for riders who plan to push hard and want a chassis that won't limit their development.
The 390 Duke costs $5,500 new. Insurance is $400/year. Tires last 8,000 miles and cost $250. You can own this bike for less than a car payment.
17. Honda CB500F
Honda's 471cc parallel-twin produces 47 hp at 8,600 rpm, giving you the most displacement and power in this category. The engine is designed for efficiency and reliability rather than excitement, with smooth power delivery from 3,000 rpm that builds predictably to an 8,500 rpm redline that arrives without drama.
The CB500F is boring. There, I said it. It's also bulletproof, comfortable, and will still be running when the KTM needs its third valve adjustment. Boring isn't always bad.
The 430-pound wet weight is 60-70 pounds heavier than the other bikes here, but the low center of gravity and neutral handling make it feel lighter once you're moving.
The suspension is basic but well-tuned, with a 37mm fork and preload-only rear shock that handle most riding conditions without complaint. The brakes are a single 320mm disc with a two-piston caliper, providing adequate stopping power without the sharp initial bite of higher-spec systems.
The electronics are minimal (ABS only), but the bike is so mechanically refined that you don't miss traction control or riding modes. The CB500F makes sense for new riders who prioritize comfort and practicality over outright performance, or for anyone who wants a reliable commuter that won't strand them.
The fuel economy averages 65-70 mpg, maintenance intervals are long (8,000 miles between oil changes), and Honda's reputation for reliability means you're buying peace of mind along with transportation.
When you're using these budget-friendly bikes for daily commuting and weekend rides, protecting your phone investment becomes crucial.
18. Husqvarna Svartpilen 401
The Svartpilen 401 shares its engine and chassis with the KTM 390 Duke (same 373cc single making 43 hp), but Husqvarna wraps the package in distinctive styling that references 1960s scrambler aesthetics.
You get the same aggressive handling and sophisticated electronics as the Duke, but with a slightly more upright riding position, different bodywork, and a seat that's 15mm lower (820mm vs 835mm). The suspension is identical WP components, the brakes are the same ByBre units, and the TFT display offers the same functionality.
The differences are mostly aesthetic and ergonomic, making the Svartpilen 401 the choice for riders who want KTM's performance in a package that doesn't look like every other bike in the parking lot. The scrambler styling is polarizing. You'll either love the flat tracker aesthetic or find it pretentious, but the ergonomics work better for shorter riders who struggle with the Duke's taller seat height.
This machine makes sense for riders who view their motorcycle as an extension of their personal style and want something that stands out visually while delivering the same performance as more conventional options.
Keeping Your Phone Secure While You Focus on the Road
I've watched three different phones fall off three different mounts. One landed in traffic. One disappeared into a canyon. One survived but the screen looked like a spider web.
When you're exploring unfamiliar backroads or working through urban traffic, your phone becomes important. The problem is that most mounts fail when you need them most.
RAM mounts work great for six months, then the ball joint loosens and your phone is flopping around like a fish. Quadlock is better but costs $100+ for the full setup. Adhesive solutions fail in heat or cold, and universal clamps don't account for the specific vibration frequencies that naked bikes generate without fairings to dampen engine pulses.
Naked bikes vibrate more than faired bikes because there's no plastic to dampen the engine pulses. Your mount needs to be designed for this, or it'll shake your phone to death.
Rokform's motorcycle phone mounts solve this with a magnetic and mechanical locking system that keeps your phone secure through aggressive riding while maintaining easy one-handed removal when you reach your destination. The system accounts for the higher vibration levels on naked motorcycles, with damping designed specifically for bikes without fairings.
You can run navigation, access your music controls, or check ride tracking apps without worrying about your phone ending up on the pavement. The Pro Series Motorcycle Mount mounts directly to your handlebar or mirror perch, positioning your phone in your line of sight without blocking critical instruments.
For riders who demand the ultimate in vibration protection, the motorcycle mount dampener provides an additional layer of security.
Final Thoughts
You're going to buy the bike you want regardless of what this list says. That's fine. Just be honest with yourself about how you actually ride.
If you commute 200 miles a week, don't buy the Streetfighter V4 because it looks cool. You'll hate it by week three. If you're doing track days twice a month, the SV650 is going to feel limiting real fast.
The best naked motorcycles force you to engage with riding in ways that faired bikes don't. You feel every gust of wind, read every change in pavement texture through your body instead of just your hands, and develop smoother inputs because the bike telegraphs every mistake back to you without the buffer of bodywork and wind protection.
Whether you're choosing a middleweight naked bikes option for weekend backroad sessions, a commuter-friendly model for daily traffic, a hyper naked that delivers superbike performance with better ergonomics, or an entry-level machine that proves displacement isn't everything, the key is matching the bike to how you actually ride.
The motorcycles on this list represent the current best options across every category, from the budget-conscious MT-03 to the flagship Streetfighter V4 S. They share a common philosophy: less plastic means more connection to the road, the machine, and the experience of riding.
Naked bikes make you better because they don't let you hide from your mistakes. Grab too much throttle? The bike tells you. Brake too hard? You feel it immediately. Get lazy with your line? The wind pushes you wide and you learn real quick to commit. It's not about being hardcore or tough. It's about getting feedback that actually teaches you something instead of just letting you get away with sloppy riding.
The best naked bike is the one that matches your actual riding, not your aspirational Instagram version of riding. Most of us fall somewhere in the middleweight category: enough power to be fun, not so much that we're terrified of our own motorcycles.
Whatever you choose, spend the money on good tires, proper gear, and a phone mount that won't dump your $1,000 device on the highway. The bike doesn't matter if you can't ride it safely. As you rack up miles on your chosen machine, investing in proper protective gear and mounting solutions ensures every ride is both safe and connected.
Now get off the internet and go ride something.
