Comparison test: KTM 990 Super Duke R, MV Agusta Brutale 1078 RR

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Comparison test: KTM 990 Super Duke R, MV Agusta Brutale 1078 RR
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Comparison test: KTM 990 Super Duke R, MV Agusta Brutale 1078 RR

Comparison test: KTM 990 Super Duke R, MV Agusta Brutale 1078 RR
night owls

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Stuttgart, Saturday night. In the midst of human children willing to mate, two sharply styled power nakeds prepare for a test of strength and attract the glances of the pleasure-seekers. Which of the two will offer the better performance besides a cool show?

Robert luck

January 15, 2009

night owls

Usually the fight doesn’t start before 10 p.m. on the weekends. Cheeky girls go out to be endured by more or less cool guys. Need more cliches? Please. The sharper the brides look, the greater their chance of achieving their goal. The downside of the coin is that extremely attractive women are often not free from quirks or, say, peculiarities. Strangely enough, extremely greedily styled motorcycles behave like the one present KTM 990 Super Duke R. and the MV Agusta Brutale 1078 RR exactly the same. Fascinating to look at, they arouse the need to own them and make the pilot’s heart pound wildly as soon as you hold the ignition key in your hand. On the other hand, after the first minute in the saddle, it becomes clear that the relationship will be a very special one – with a lot of joy, but also suffering. It starts with sitting up. Both MV and KTM bed their pilots on extremely hard seat cushions. In combination with tightly coordinated spring elements, a lot of taker qualities are the order of the day on the popometer. If the KTM leaves it at least at this ominous combination, the Brutale goes a little further and fixes the pilot in a kind of seat hollow that only allows a single position. He has no chance to move even a millimeter forwards or backwards and is completely restricted in his freedom of movement.

But no more whining: After all, when they are about to get into bed with Kate Moss, nobody will complain about their too small breasts. In terms of equipment, there is nothing to oil about the Austrian or the Italian. The KTM, for example, is equipped with an Akrapovič manifold as standard, matching and very light slip-on mufflers from the same company are offered as power parts. The Brutale, on the other hand, adorns itself with light forged wheels. The duel on the scales goes to the KTM. At 203 kilograms it is seven kilograms lighter, which the MV does not really care. With 140 HP on the rear wheel, it is a whole 16 HP more powerful and when the torque is measured from 50 to 150 km / h a full 2.6 seconds faster than the Twin. A look at the performance diagram shows the bitter truth from KTM’s point of view: The almost 1,100 cubic four-cylinder is always worlds ahead of the twin, everywhere. From 6000 rpm, the MV is almost permanently 20 HP more available than the Super Duke R at the same speed. But the twin doesn’t have to hide for a long time. Its smoothness is at its finest and the small performance kick just before the limiter is not typical of the Twin, but it fits the sporty character of the R. Basically, the two-cylinder never overtaxes. There is always enough juice to keep up with the brutal. Only in the very fast run does the Italian pull away a little.

Shadow plays


Comparison test: KTM 990 Super Duke R, MV Agusta Brutale 1078 RR


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The R engine is 12 hp more than the standard twin, but the MV is missing 15 hp.

But where there is light, there is also shadow. The MV drive has a lot of pressure in the boiler, but its manners are not in good shape. Overall, it runs very rough, vibrates hard, especially when coasting, and only allows gear changes in the gnarled gearbox with force. All of this would be tolerable if it weren’t for an ultra-hard throttle response and the associated load change reactions. The 1078 RR jumps on the gas just as hard as the first narrow-chested 750 brutal five years ago. So the question of progress can be asked. This quirk makes it very difficult on narrow sections of the road or, for example, in bends to control the brawny four-cylinder, which starts at 3000 rpm. Anyone who switches to the KTM to be on the safe side will be amazed. Because even the Super Duke R annoys with a very hard throttle response and goes to work with a spontaneity that is no longer fun in the legal speed range. In autumn city traffic with damp streets, slip clutches are very often the order of the day so as not to ruin the bumper of the person in front. A smooth roll is not possible with the R, higher speeds only ensure small power wheelies when you apply the gas up to second gear.

So we learn the following: Similar to a Ferrari, both the MV and the Super Duke R need free running to be really fun. Even if fewer people see you there than when strolling through the city. The faster the better, says the MV. The compact Italian turns in a flash and circles very precisely through fast corners. Their crisp feedback and the laser-like precision can really inspire. With the damping valves wide open, even bad roads can be survived well. However, the missing steering damper is unforgivable, because the stiff Brutale has a strong tendency to kickback. Free from this evil, the KTM fights up, roads can’t be narrow and bumpy enough for it. However, two things are astonishing about the R: A Super Duke R tested in PS 8/08 was particularly noticeable because its rock-hard spring elements responded very poorly. The current test copy, on the other hand, scores highly in this discipline. She combines a fine response with great reserves and good feedback. Explanation by KTM in Austria: “Nothing was changed in the setup, only the production of WP forks and struts moved from Holland to Mattighofen.” The aim of the change of location was to achieve a higher product quality. At least with this Super Duke R..

The second surprise of the KTM: During the first test drive, it turned very unpredictably, did not hold the line in an inclined position and staggered around its longitudinal axis. The problem was solved with a new set of tires. A closer look at the old, damaged front tire revealed the following: While the new Pirelli Diablo Corsa III has a 4.0 mm profile on the flank and center of the tire, it was 3.0 mm on the left flank of its identical predecessor Center 3.3 mm and on the right flank still 2.0 mm profile left (which indicates use on the racetrack). The fact that such a hit tire seriously worsens the handling of the Super Duke R was new to the testers and should give the KTM designers something to think about. Has anyone gone a bit too far in terms of geometry? After all, the word driving fun contains the syllable fun. And with such sensitive driving behavior, it goes very quickly – even if the stove looks stunning.

Conclusion


Comparison test: KTM 990 Super Duke R, MV Agusta Brutale 1078 RR


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Top-class showgirls: MV Agusta Brutale 1078 RR meets KTM 990 Super Duke R..

The thesis seems to be confirmed: Those who look extremely good also have an extreme character. With the 1078 engine, the Brutale has finally become the power naked it should always be. Strong and with a fat wheelie tendency, she wins this group test with a slight lead over a KTM, which is very bitchy. Above all, the subject of tires costs the decisive points. Basically, however, the same applies to both motorcycles: They are not easy to drive. But this is part of their extreme, fascinating characters.

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