Comparison test: MV Agusta Brutale 1090 RR and Ducati Streetfighter S

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Comparison test: Italian naked bikes, Ducati Streetfighter S, MV Agusta Brutale 1090 RR

MV Agusta Brutale 1090 RR and Ducati Streetfighter S

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Traction control, single-sided swing arm, Italian design, almost 150 hp. MV Agusta Brutale 1090 RR and Ducati Streetfighter S play in the same area. There is a dispute in the air.

D.ucati against MV Agusta part I

The Ducati Streetfighter S has been in the service of the Reds from Bologna for a good six months and has already battled the KTM 990 SMR (PS 7/2009). In this test, however, the Ducati took a beating – it did not harmonize with the production tire Pirelli Diablo Corsa III. That is probably why Ducati re-soled them for this test on the Metzeler Sportec M3. But mind you, it is still on the Pirellis as standard.

MV Agusta

The Brutale attracts with great shapes, forged wheels and elegant two-tone paintwork.

The second fighter comes from an Italian-American clan: MV Agusta and Harley-Davidson. Strong and well-trained, the new Brutale 1090 RR also seduces with feminine charms. Beautiful shapes, lovely details, perfect workmanship. This beauty leaves no one indifferent. The welded seams of your tubular space frame alone are a treat for the eyes. The same applies to the extravagant eccentric adjustment of the footrests and the triple clamp of the lower fork bridge. In 2001 the Brutale made the streets unsafe for the first time and was already blessed as a 750 with decent top performance and bewitching looks. At first glance, it has remained virtually unchanged from the outside over the past nine years. All the more astonishing that, firstly, she can still effortlessly wrap her viewer around her finger and, secondly, the 2010 model only carries 15 percent of her parts from 2009 in and around her.

MV Agusta

Many innovations at the MV Agusta. Lower seat, longer rear and many details.

If you come within striking distance of the MV, you will see the differences after a while: the bench is a little longer and the rear has a different shape. Other visible changes affect the new instrument unit and the mirrors with integrated LED indicators that adorn the new Brutale. The Italian only reveals further modifications after doing some research: the steering head is 65 degrees half a degree flatter than before, the swing arm lost a whopping 1.2 kilograms and grew by 20 millimeters, increasing the wheelbase by 28 to 1438 millimeters. In the newly designed engine, which, contrary to the misleading type designation 1090, takes over the bore / stroke ratio of its predecessor and thus continues to draw its power from 1078 cm³, a balance shaft now works. In addition, the Italians revised the lubrication system. MV also equipped its flagship naked bike electronically with all sorts of gimmicks. So the fighter has two different mappings ("Sports" and "Rain") is available, and an eight-stage traction control has recently been used.

Ducati

A grim look and brute strength make the Ducati.

Meanwhile, the Ducati builds up in front of the competitor with wide handlebars and a grim look and challenges them to fight. The brutal cannot be asked for long. Its engine comes to life with a hoarse hiss. Pulled the somewhat stiff clutch, put first gear into the somewhat rustic transmission, and off you go. Even at low speeds, the Brutale pushes powerfully. She demonstrates strength and majestically lifts her front wheel. Second gear, again the Brutale tears aggressively and whirls vehemently through the entire speed range. In addition to the revised engine characteristics, the well-chosen gear ratio is primarily responsible for this impressive performance. The brutal hums of its competitor for a full two seconds despite the lack of performance in a pull-through of 50-150 km / h – worlds on winding country roads. The pilot enjoys the temperament of the brutal and is happy about the engine, which is perfectly tuned for the country road. Only at the gas station does a slight frustration arise: The Signorina is paying dearly for her blazing fire with 9.4 liters of super per 100 kilometers. After all, thanks to the shapely 23-liter tank, the range does not suffer from the Italian’s great thirst.

Ducati

A closer look reveals many similarities with the Brutale, such as the steering damper (but not adjustable on the Streetfighter).

Back on the winding side streets, a look in the rear-view mirror of the 1090 RR shows that the Ducati is also well prepared for street fighting. Like a transfer, the martial silhouette of the Bolognese sticks in the mirror of the brutal. Almost violently, the red street fighter throws his pilot forward from idling speed, shakes him up to around 3000 rpm and then thunders forward as if he wanted to roll over his opponent. Extremely impressive. Like the Brutale, the Duc works with traction control. Divided into eight levels, in the most sensitive setting (level eight) it effectively suppresses wheelies in first gear, but regulates it in a rather insensitive manner on loose surfaces. After all, she regulates. The same test with the MV gets the pilot in trouble. Without the slightest hint of a control process, it throws dirt and dust around with the spinning rear wheel, wedges the rear wildly and with this idea sparked a heated discussion. While the testers at the presentation on the racetrack certified that it had clean traction control, the Brutale allows slip on loose ground. According to the manufacturer, this is due to the fact that the electronics do not compare the speed between the front and rear wheels, but rather regulate them on the basis of stored acceleration curves, but only at normal driving speed. Burnout guarantee despite traction control!

Ducati

As with the MV Agusta, the Duacti has a single-sided swing arm that cleanly cushions every bump.

Suddenly the Streetfighter scurries past the MV with a powerful thump. The Ducati effortlessly folds into a 180-degree turn, draws a clean line and makes it difficult for the Brutale to keep up. Amazement at the performance of the fiery red Ducati. Up until now, tight curves were one of the weak points of street fighters. What happened? The answer is black and round. While she has been poaching on Pirelli Diablo Corsa III so far, this year the test motorcycle was on Metzeler Sportec M3. Tough turning in, standing up on bumps and wide lines are a thing of the past. The two-cylinder turns easily and neutrally and effortlessly stays on course when cornering. The brutal can’t quite keep up with that. Not really unwieldy, but a little more sluggish than the Bolognese fighter, it follows the direction the pilot wants. Once on an incline, the MV remains steadfast in the direction it has taken – despite its extensive modifications, the Brutale still carries real racing genes. When braking, however, it becomes very light at the rear. The fighter makes the best of it and uses the light tail and the well-functioning slipper clutch to mark the braking zones with long black lines if necessary.

MV Agusta

The Sachs strut of the Brutale has separate high and low-speed compression stages.

The Brutale’s spring elements are convincing. They speak sensitively and cleanly filter out even bad blows. Provided that the suspension setting is correct. PS recommends opening the high-speed compression stage of the shock absorber completely for the country road, while the low-speed compression and rebound stage should be wide closed. The test motorcycle had too much negative spring deflection on the shock absorber, which can be easily remedied: Simply increase the spring base (pretension the spring more) until the rear sinks by 12 to 15 millimeters from the fully extended state due to the weight of the machine. Since this measure raises the rear, it should be lowered back to the original height using the push rod to ensure a good balance of the bike. Overall, the chassis of the MV Agusta is soft, but this only bothers on the country road when braking on rough bumps. Then the fork goes hard on the block, the fork obviously does not have a hydraulically soft stop.

There are also inadequacies in the chassis of the Streetfighter. The well-known Ducati problem "Soft at the front, hard at the back" It doesn’t bother too much on a well-developed asphalt strip, but it leads to inhomogeneous driving behavior on second-class roads. The sitting position of the fighter bothers a lot more. The wide, deep handlebars, which are mounted far forward, stretch the pilot far over the tank and force him into a passive posture. When braking, there is a lot of pressure on the wrists, which hurts over time. In addition, the pilot misses the feeling of being in control of the action.

MV Agusta

The Brembo monoblocks are technically and visually a poem.

The brutal shows how it can be done better. The handlebars are 15 millimeters narrower and 55 millimeters higher, bringing the pilot into a sporty, relaxed seating position. The adjustable footrests are, however, mounted quite high and force the driver to have a tight knee angle. Except for this fact, the MV is quite comfortable.

When it comes to brakes, neither of them has a weakness. So the brawlers courageously fight their fight without ultimately finding a winner. As probably the rival rocker gangs in Germany.

Technical data: MV Agusta Brutale 1090 RR

MV Agusta

The brutal with a four-cylinder in-line engine and four valves per cylinder.

Drive:
Four-cylinder in-line engine, four valves / cylinder, 106 kW (144 PS) at 10600 / min, 115 Nm at 8000 / min, 1078 cm³, bore / stroke: 79.0 / 55.0 mm, compression ratio: 13.0: 1, Ignition / injection system, 46 mm throttle valves, hydraulically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox

Landing gear:
Steel tubular space frame, steering head angle: 65.0 degrees, caster: 103.5 mm, wheelbase: 1438 mm. Upside-down fork, Ø fork inner tube: 50 mm, adjustable in spring base, rebound and compression. Suspension strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 130/120 mm

Wheels and brakes:
Forged alloy wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Dunlop Qualifier RR. 320 mm double disc brake with four-piston fixed callipers at the front, 210 mm single disc with four-piston fixed calliper at the rear

Measurements and weight:
Length / width / height: 2009/850/1240 mm, seat / handlebar height: 830/1020 mm, handlebar width: 705 mm, 214 kg fully fueled, v./h .: 51/49%

Rear wheel power in last gear:
93 kW (127 PS) at 221 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h 3.3 / 5.7 / 9.8 s, pulling 50-100 / 100-150 km / h 3.7 / 3.6 s

Maximum speed (factory specification):
265 km / h

Consumption:
Fuel type: Fuel type: Super. Average test consumption: 9.4 liters / 100 km, tank capacity: 23 liters, range: 246 km

Base price:
18,500 euros (plus additional costs)

Technical data: Ducati Streetfighter S

Ducati

The Streetfighter S with a two-cylinder 90-degree V-engine and four valves per cylinder.

Drive:
Two-cylinder 90 degree V-engine, four valves / cylinder, 109.0 kW (148 PS) at 9500 / min *, 115 Nm at 9500 / min *, 1099 cm³, bore / stroke: 104.0 / 64, 7 mm, compression ratio 12.5: 1, ignition / injection system, 60 mm throttle valves, hydraulically operated multi-plate dry clutch, six-speed gearbox

Landing gear:
Steel tubular space frame, steering head angle: 64.4 degrees, caster: 114 mm, wheelbase: 1475 mm. Upside-down fork, Ø fork inner tube: 43 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/127 mm

Wheels and brakes:
Forged alloy wheels, 3.50 x 17"/6.00 x 17", Front tires: 120/70 ZR 17, rear: 190/55 ZR 17. First tires: Pirelli Diablo Corsa III. 330 mm double disc brake with four-piston fixed callipers at the front, 245 mm single disc with two-piston fixed calliper at the rear

Measurements and weight:
Length / width / height: 2140/925/1135 mm, seat / handlebar height: 825/965 mm, handlebar width: 730 mm, 198 kg fully fueled, v./h .: 48.0 / 52.0%

Rear wheel power in last gear:
109 kW (148 PS) at 246 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h: 3.2 / 5.5 / 8.8 s, pulling speed 50-100 / 100-150 km / h: 5.0 / 4.3 s

Maximum speed (factory specification):
250 km / h

Consumption:
Fuel type: Super unleaded. Average test consumption: 8.2 liters / 100 km, tank capacity 16.5 liters, range: 201 km

Base price:
18,700 euros (plus additional costs)

PS rating & Conclusion

Manufacturer

Brutals and street fighters lie close together on the highway.

Ducati Streetfighter S:

Drive:
A lot of pressure from the low revs, plus a high level of smoothness, soft throttle response and an easily shiftable gearbox. Full five stars for the Duc drive.
(5 out of 5 stars)

Landing gear:
With the production tires Pirelli Diablo Corsa III, Ducati got one point less in an earlier test. The fork and strut work asynchronously.
(4 out of 5 stars)

Ergonomics:
The relaxed knee angle is okay, the deep and wide handlebars are not. It serves the show, stretches the pilot far over the tank: an inactive attitude.
(3 out of 5 stars)

Driving fun:
The engine and chassis turn on, the Duc is made for the country road. Sore wrists due to the low handlebars spoil the mood.
(3 out of 5 stars)

OVERALL: 15 stars

MV Agusta Brutale 1090 RR:

Drive:
When it comes to pulling power, the MV drives away from the Ducati, but accelerates more slowly. Besides, the brutal drinks. Gearbox and clutch work quite rustic.
(4 out of 5 stars)

Landing gear:
The more unwieldy turning of the Brutale and the obviously missing hydraulic stop of the fork cost points. The chassis responds well.
(3 out of 5 stars)

Ergonomics:
The knee angle should be larger, but the seat and handlebars are convincing. The Brutale can also be used over longer distances.
(4 out of 5 stars)

Driving fun:
A pleasantly strong four-cylinder with a lot of pressure from the middle, plus a beguiling sound and great shapes. The new Brutale is a real joker.
(4 out of 5 stars)

OVERALL: 15 stars 

PS JUDGMENT

Streetfighter S:
The Duc shines with its extremely powerful engine. Only the non-standard tires put it on a par with the successful Brutale RR.
15 stars
1st place

Brutal 1090 RR:
The Brutale is completely convincing and shares the victory with the stronger Ducati. Your engine is a poem, as is ergonomics. The handling could be better.
15 stars
1st place

CONCLUSION
The Brutale 1090 RR does its job very well and remains on par with the Italian competitor from Ducati in the first comparison test. If the Ducati were on original tires, the MV could even win alone. Above all, the Brutale’s powerful engine and its ergonomics are fun. The Ducati suffers from its deep, wide and straight handlebars. But their engine is a force on the country road.

Performance charts

Drawing: manufacturer

Performance diagram of MV Agusta Brutale 1090 RR and Ducati Streetfighter S

Up to just over 6000 rpm, the curves of the Brutale and those of the Streetfighter are almost congruent. Then the Ducati takes a short breath to gain vigorously from 7000 rpm. The increase in performance can also be felt when driving. The Ducati looks easy to turn and provides an abundance of power over the entire speed range.

Videos: Streetfighter & Brutal

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