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KTM 390 series
KTM 390 Duke, 2024-on generation
Few bikes make a city commute this entertaining. The 2024 redesign stretched the single-cylinder engine to 399cc and about 44 hp, and added adjustable WP Apex suspension that performs well above the bike's price. It is light enough to thread through traffic, and cruising at 75 mph is surprisingly relaxed for a single. The catch is the seat, which testers found firm and cramped for taller riders on longer trips, and the gearbox and quickshifter are not flawless. Choose it as a nimble daily runabout if you rarely carry a passenger or spend hours on the highway.
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Triumph Trident 660
Triumph Trident 660, 2026 update
The three-cylinder engine is the point: it revs with a smoothness and eagerness the parallel twins in this class cannot match, which makes even short trips feel special. The latest version raises peak power to 94 hp at 11,250 rpm, and lean-sensitive cornering ABS, three riding modes and clutchless up and down shifting are standard. A new split rider and passenger seat replaces the one-piece saddle that some owners of earlier bikes found uncomfortable. It is not the lightest bike in its class at a claimed 430 lb wet, and Triumph's two-year warranty is shorter than some rivals offer.
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Yamaha MT-07
Yamaha MT-07, 2025-on generation
The 689cc CP2 twin has always punched above its size, and it is why this bike was the default middleweight choice for years: strong low-rev pull that makes town riding and back roads equally easy. The 2025 version added a stiffer frame, a ride-by-wire throttle and radial four-piston front brakes, and weighs a claimed 184 kg. The Y-AMT option removes the clutch and shift levers for traffic-heavy commutes and adds cruise control, which the manual bike lacks. Two things hold it back: the rear shock is harsh over broken pavement, and vibration at highway speeds can numb your fingers after an hour.
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Honda CB750 Hornet
Honda CB750 Hornet, 2026 E-Clutch version
Stop-and-go traffic is where this one shines. For 2026 the Hornet comes with Honda's E-Clutch: you still change gear with your foot, but the bike works the clutch for you, and the lever stays for when you want it. The 755cc twin with its 270-degree crank builds power steadily all the way to the 10,000 rpm redline, and the wide bar makes direction changes almost effortless. Showa suspension is tuned for comfort and only runs short when ridden unusually hard, and the seat is padded for a full day. Riders over six feet may feel cramped after a long ride, and the mirrors favor style over a clear rear view.
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Suzuki GSX-8S
Suzuki GSX-8S, 2023-on
Suzuki built its 776cc twin for strong low-end and midrange drive rather than headline peak power, which is exactly what real roads reward. A balancer shaft tames the 270-degree power pulses, so vibration never intrudes, and the standard up and down quickshifter shifts cleanly every time. The wide, supportive seat and a riding position that balances wind pressure up to about 80 mph make it one of the better highway options here, and it topped a German magazine test of naked bikes up to 100 hp in 2025. At 202 kg it is heavier than the MT-07 or Hornet, the non-adjustable suspension gets choppy over bumps, and the 14-liter tank and thirsty engine limit range.
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Triumph Trident 800
Triumph Trident 800, 2026
This fills the gap between Triumph's 660 and the Street Triple: a 798cc triple related to the Tiger Sport 800's engine, making 115 PS, in a bike that feels much like the 660 from the saddle and far more relaxed than the Street Triple. It is the triple for riders who want real speed without the aggressive crouch. It weighs only about 3 kg more than the 660, and lean-sensitive cornering ABS, clutchless up and down shifting and cruise control are part of the package. The suspension is firmer and sportier than the 660's, which suits fast roads more than potholed streets, and the stock exhaust is no beauty.
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Triumph Street Triple
Triumph Street Triple 765 R, 2023-on
The base R shares its 765cc triple with the pricier RS and Moto2 versions, tuned to 118 hp at 11,500 rpm, with Showa forks adjustable for compression, rebound and preload, all in a bike that weighs 189 kg wet. It is the sharpest handler here at a sensible price, yet it still works on the commute: comfort is what you would expect from a middleweight naked, and its conventional mirrors give a clearer view than the RS's bar-end items. Rider aids are more basic than on the RS, and the R steers a little slower because its rear sits lower. Pick it if fast curves matter more to you than relaxed highway miles.
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Yamaha MT-09
Yamaha MT-09, 2024-on generation
The 890cc CP3 triple is a delight in any situation, with 117 hp and a surge of torque that makes overtaking almost lazy. The 2024 update lowered the handlebars for a sportier stance and revised the suspension damping, with weight at 193 kg, and the seat feels as comfortable when you get off as when you get on. The optional Y-AMT automated gearbox suits commuting, though tight U-turns take practice. The real limit is the 14-liter tank, good for about 130 miles at typical consumption, and the new seat leaves a noticeable step up to the passenger section.
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Ducati Monster
Ducati Monster, 2026 V2 generation
The latest Monster swaps the old 937cc engine for Ducati's new 890cc V-twin with intake variable valve timing, making 111 hp, and weighs a claimed 175 kg without fuel, four kilograms less than before. It is the most comfortable Monster yet, and the electronics add to the ride rather than dulling it. It is a slightly pricier choice than most rivals, and the suspension is simple, a non-adjustable Showa fork and a preload-adjustable shock, though it rides plushly and blends comfort with control. Testers noted occasional shift hesitation, and riders who loved the old engine's muscular torque may need time to adjust. Choose it if Italian character matters as much as value.
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BMW F900R
BMW F 900 R, 2025 update
This is the naked for calm, well-mannered commuting rather than drama. The 895cc parallel twin makes 105 hp with a smooth, accessible spread of power, and tall fifth and sixth gears keep it under 5,000 rpm at 60 mph on the highway. The 2025 update trimmed weight to 208 kg and moved the rider further over the front for a more engaging feel, while the rear suspension stays tuned for comfort and everyday use. The trade-offs: the seat is firm for long days, the 13-liter tank is small, the quickshifter can feel clunky at low revs, and options push the price up quickly.
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Kawasaki Z900
Kawasaki Z900, 2025-on generation
For riders who want four cylinders, the Z900's 948cc inline-four delivers 124 hp with a smoothness rarely seen in this class. The 2025 update finally added an IMU for cornering ABS, a redesigned ride-by-wire throttle, an up and down quickshifter and cruise control, so the base bike now comes properly equipped for long weekends. It weighs 213 kg ready to ride, more than the twins and triples here, and the base model's suspension is firm enough to feel uncomfortable on rough pavement. Real-world fuel use also ran well above the official figure in testing.
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KTM 990 Duke
KTM 990 Duke, 2024-on
The 990 takes KTM's parallel twin out to 947cc and 123 PS, in a bike that weighs 190 kg with a full tank. It is very light yet stable, and roomier than its looks suggest, with a raised passenger seat that gives a pillion more legroom than the old 890 did. The WP Apex suspension works well straight out of the box on its showroom settings, and the rider aids are excellent if you get carried away. The downsides are cost and paywalls: it is expensive against rivals, and some software features run in a demo mode for the first 1,500 km and then must be paid for. Choose it if sharp handling matters more to you than value.
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Honda CB1000 Hornet
Honda CB1000 Hornet, 2025-on
The value pick among big nakeds: an engine derived from the 2017-on Fireblade's four-cylinder, making about 150 hp, priced in the same range as middleweights such as the MT-09. The relatively upright position and wide bar make it easy to live with daily, the seat is wide and comfortable for an hour or two, and the 17-liter tank gives genuinely useful range. Honda saved money in places: the frame is steel where some rivals use aluminum, and there is no IMU, so no cornering ABS. At 211 kg it is heavy for a naked, and the SP version's Öhlins shock rides firmly, so the standard bike, where it is sold, may suit bumpy commutes better.
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