Naked Bike Group Test: Naked & Naughty - Streaking Was Never This Much Fun

Naked Bike Group Test

We always thought streaking was a '70s phenomenon, but it seems to be coming back in style as more and more people are riding naked. Bikes, that is. What did you think we were talking about? Every year the number of upright, fairingless (or semi-faired) sporty bikes--sometimes called standards--grows, with even a couple of new manufacturers in the mix this year. It's to the point now that to test all the nakeds together would result in a gathering worthy of a Spencer Tunick photograph.

From a testing standpoint, there are a number of ways to split the market. You've got your 1200 bikini-faired models, buck-naked liter-sized twins, four-cylinder half-faired bikes, standard triples...you could mix 'n' match all day and still have bikes left over. Instead of trying to sort through that mess, we decided to showcase a cross section of the market with six models, all of which are new or updated for '07. Here are European and Japanese, faired and unfaired, twins and fours. If you don't see something you like, or wonder how these bikes fit in with the rest of the class, check out our "Exhibitionist's guide" sidebar at the end of the story.

Aprilia Tuono R

Aprilia Tuono R
The naked Mille has always been a staff favorite, generally coming out at or near the top of any comparison test. It's not surprising, really, when you consider that the Tuono is essentially what we've long opined would be the ultimate standard: an unneutered, naked version of the company's 1000cc sportbike, with a real handlebar. This latest iteration is based on the second-generation Mille and incorporates the engine and frame updates found on the '06 fully faired model, including the latest-spec radial-mount brakes, 60-degree V-twin engine and spaceship tailsection.

In this company, the Tuono stands out as the best combination of performance and usability. The ergonomics strike that nice balance between aggressive control and relaxed comfort, with the handlebar offering plenty of leverage without being unduly wide and the seat plenty plush for an all-day ride. The frame-mounted fairing could provide a bit more wind protection for the freeway, but compared with the rest of this group only the FZ1 offers a calmer cockpit.

The latest updates to the long-running Rotax mill provide the Tuono with an almost perfectly flat torque curve and plenty of steam easily accessed by well-sorted fuel injection. Tall gearing more suited to the Mille unfortunately makes leaving a stop more difficult than it needs to be and also puts the Tuono at a disadvantage in tighter canyons when running with the shorter-geared KTM and MV Agusta. And while the short-throw tranny shifts smoothly once underway, finding neutral at a stop takes a few tries.

Where the Tuono stands out is in the chassis department. The frame, upgraded banana swingarm and suspension components all transition nicely from the Mille; in midcorner the Aprilia has no equal in this bunch thanks partially to the grippy Pirelli Supercorsa tires. Steering is wonderfully quick and precise, the front brake has a great combination of power and feel and the suspension soaks up most anything L.A.'s Department of Public Works can cobble together and call a road. We did find a couple of flies in the chassis ointment, though; the rear brake may as well not be there, and we couldn't dial out a serious harshness to the high-speed compression damping that spoiled the bike's freeway ride.

Overall, the Aprilia carded high scores across the board with several of our testers picking it as their favorite. And while the Tuono is the cheapest European bike in this group, you still pay a hefty $4000 premium for that performance when compared with the Japanese bikes.

Ducati Monster S4R

Ducati Monster S4R
In the logical progression that is Ducati's Monster series, this latest version sports the 998cc Testastretta engine. That is the high point of the S4R; while the company has likewise upgraded the bike's components over the years, the overall package feels dated in this group and in desperate need of a makeover.

The S4R's engine is the best of the three twins here, combining the bottom-end punch of the KTM and the smooth torque curve of the Tuono--but with more power across the range and better throttle response than either. While that alone makes this one of the best Monsters ever, it also is the bike's undoing. With each upgrade over the years, from air-cooled to liquid, 916 to 996 and finally to 998, the engine has progressively outshone the chassis to the point that the 998cc mill is too much for the standard chassis to handle.

Just as the rest of the S4R is mostly unchanged from the S4, our complaints are still the same: The fork is excessively harsh, the handlebar bend forces you into a sail-like position and the footpeg placement splays your feet awkwardly. The brakes, while plenty powerful, lack feel and--like the engine--easily overpower the rest of the bike. When pushed hard--really hard--the engine makes up for a lot and the Ducati can really come into its own. Guest tester Lance Holst coped best with the maximum Monster, insisting that the handling improved with speed to the point that it was on par with the MV Agusta and big fun to ride anytime the road got twisty. Indeed, between corners it's easy to forget the chassis difficulties, as the smooth rush of power--and the fantastic sound from the boom-box muffler--gets more addictive with every twist of the throttle.

But even if the Ducati was the best handling and most powerful, the details and quality could be improved. The analog gauges are outdated and still hard to read; the fairing and mirrors buzz hopelessly at speed; the clutch groans and grabs; and there are wires, canisters and lines hanging everywhere. As much as we love the engine (and the S version of the S4R with hlins suspension front and rear remains Monster nirvana), the chassis needs an update to compete with this bunch.

Kawasaki Z1000

Kawasaki Z1000
Significantly updated from the first-generation Z1000, the latest Team Green naked bike was sampled by Senior Editor Trevitt in a past SR issue ("Z1000!," Aug. '07). In brief, updates to the ZX-9R-based engine and steel-tube frame address many of the original model's shortcomings, and the Geek came away impressed--but wondering if the updates were enough for the bike to remain competitive with its peers.Of these six bikes, the Kawasaki is arguably the most user-friendly. The seating position is plenty comfortable, the controls are well-placed and low-effort and the engine has smooth, rheostat-like power along with almost perfect response. Steering is light, the brakes are crisp and powerful without being grabby and the plush suspension soaks up a wide variety of pavement imperfections. This user friendliness covers city riding, freeway jaunts and moderate canyon strafing, and the bike is a big improvement over the previous model. You can probably guess what's coming: Ratchet up the pace, and where the European bikes in this sextet come into their own, the Kawasaki shows its bargain-oriented intentions. The chassis and suspension are essentially out of their league at speeds the more expensive bikes are comfortable at, and they struggle to control the incredible power the Z-bike's engine is capable of. Tighten the clickers in an effort to control the chassis pitch, and the ride quickly becomes harsh. Mess with preloads to curb the bike's tendency to fall into corners, and it starts to run wide on turn exits. The engine, on the other hand, is a standout in this crowd and makes up for a large portion of the chassis shortcomings with easily accessible power and smooth off/on throttle transitions. At elevated freeway speeds vibration can be an issue, and top-end power is a tad underwhelming for a four-cylinder almost-literbike, but you're well into two-point misdemeanor territory if you experience that.

The majority of our testers noted variations of the same theme: At some point, the Kawasaki transitions from easy to ride and heaps of fun to a lot of work. That said, we entirely expected the $8649 Kawasaki--the cheapest bike in the test--to be outgunned when thrown in with the big-buck wolves, and with price taken into account the Z1000 becomes a very attractive option.