Comparison test: MV Agusta Brutale 675 and Triumph Street Triple

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Comparison test: 675-series naked bikes

MV Agusta Brutale 675 and Triumph Street Triple in comparison

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Since 2007 the Triumph Street Triple has owned the bare middle class sector. There she basked in fame and honor without three-cylinder competition. Now the MV Agusta Brutale 675 attacks with powerful arguments: It is stronger, lighter and more agile!

Brutal 675 and Street Triple compared

The Triumph Street Triple and the M.V Agusta Brutale 675 meet in August in Aalen, southern Germany. The plan? Both want to join the cult circus Bonanza, where otherwise only tightrope walkers, clowns and animals perform their tricks and make the audience laugh. "Ha, we can do that too!", think of our two mid-range fun bikes. They too want to perform tricks and become real circus kids! And indeed, both are allowed to perform on a trial basis. Dense crowd in the tent. The audience looks forward to the appearance of the guest players. But which three-of-a-kind gets into the hearts of the audience? Clear the ring!

The Street Triple drives confidently into the spotlight and shows its first feat: single-wheel driving. Her front rises in a controlled manner in the circus tent, allowing herself to be balanced almost instinctively at the tipping point. The English woman benefits from her sophisticated three-cylinder, which responds fine from 2000 rpm, pushes powerfully and develops its power evenly. Precision landing! The spectators go wild.

Up the front! The Triumph responds so finely to gas commands that wheelies are child’s play.

The Brutale 675 launched a counterattack. First attempt: The clutch plucks, the gas jerks uncontrollably, the front jumps up frantically and slams back down to the ground. She almost rolled over. The problem: Your engine jerks, spits and coughs up to 5000 rpm that even the audience looks puzzled. In addition, the gas continues to run. In other words, after closing the throttle, the triple continues to turn briefly. Not annoying in everyday life, but the wheelie discipline depends on the precise dosage of power.

Defeat! Boos from the audience. Tomatoes and rotten apples fly forward. What a disgrace! But the newcomer is not upset. She knows her real strengths.

Fueled by the crowd, the Street Triple starts to the next and most important feat, the curve wagging. She rushes across the circus grounds, hooks between mobile homes and animal trailers. With her non-adjustable standard chassis, the Englishwoman tends to drive on the soft side. If you brake hard, you dive deep into the front, which creates unrest. This is why it is often a little rocking through the curve. When driving quickly in combination with moderate asphalt quality, even the front wheel stamps ominously. The standard triple is simply underdamped at the front. We know from practice that the R version, with its fully adjustable chassis, does not show this weakness. Handling and seating position, on the other hand, are also convincing in the standard version. The pilot sits actively forward and can initiate changes of direction at lightning speed thanks to the wide handlebars.

The Brutale 675 is the only mid-range naked bike that has traction control that can be set to eight levels.

The Brutale 675 is already stuck to the rear of the Street Triple. She senses her revenge. Nimble she pursues the opponent and finally stabs in a long right turn in front of the cash desk inside. It’s unbelievable how direct and light-footed the MV circles around tent hooks and changes the line at will. With her handlebars of similar width and the forward-facing seating position, she looks even more aggressive than her opponent. Here the driver can feel the racing DNA that it brings from its sporty sister F3.

Speaking of racing, there is, for example, the traction control that can be set in eight stages. The Brutale 675 is the only mid-range naked bike that has such a system. And a working one too! In level 8, the most sensitive mode, the electronics significantly reduce the slip on the rear wheel, especially when accelerating hard over bumps or poor surfaces. Sure, the system works a bit wobbly and lets small slides through here and there, but it adequately captures the temperament of the MV.

Only in the five-digit speed range does the Brutale really burn.

Further in terms of electronics. The four motor modes, S for Sport, N for normal, R for Rain and C for Custom (freely adjustable) also differ significantly from each other. The S-mode responds extremely spontaneously. If the gas is opened a quarter, it feels like full throttle. Gentle application of gas at the apex of the curve seems impossible. The throttle has more of a switch function: On / Off – throttle on, throttle off. Much more useful is the N mode, which responds more gently and sends the performance to the chain in a more controllable manner. Nevertheless, the MV is behind the Triumph Street Triple in terms of engine tuning.

The performance curve of the Brutale 675 rises much more sharply than that of the English model: so less power at the bottom, more power at the top. If the triplet has overcome the performance gap in the starting range up to 4000 rpm, it willingly revs up. It is hardly noticeable that it lags behind the Street Triple in terms of performance up to 11,500 / min and only spits out four additional horsepower at 12,500 / min. The Italian feels a bit livelier in the middle and upper speed range.

In terms of chassis, the Brutale provides the contrast to the Street Triple. The fork, which is also not adjustable, is tighter, absorbs bumps halfway, but hardly provides any feedback. The shock absorber is far too hard, sends blows to the driver without being dampened and literally kicks him out of the seat on bumps. Both extremes, the soft of the Street Triple and the hard of the Brutale 675, aren’t ideal. In comparison, the MV drives more precisely and safely through winding passages. Thus, the newcomer in the curve discipline wins the favor of the audience.

It couldn’t be more comfortable: The Street Triple bench is a sofa. In addition, wonderful three-cylinder whirring from original or Bodis pots.

The Street Triple confidently starts the next trick, the stoppie. And collect the next slap! The inexpensive Nissin stoppers have a dull effect during hard decelerations, the brake lever is squishy in the hand and does not convey a clean feeling for the brake reserves. The Brembo fitting on the MV acts quite differently: strong deceleration with good controllability at the same time. The traffic light stop becomes routine. Tomatoes and rotten apples fly again, this time on the Triumph.

Now a task where sporty bikes are known to give up: everyday life and comfort. The Street Triple proudly displays its soft bench, reminiscent of a luxury sofa. The driver rushes over potholes and manhole covers in a relaxed manner, the seat cushion, in cooperation with the chassis, simply go away all bumps. Full contrast program at he MV. Here the pilot sits on a kind of granite slab that scrapes across the asphalt and makes the body tremble down to the last hair tip. Well, the feedback about the road surface is phenomenal, no question about it, but after an hour the pain center begs for morphine. So this tomato round goes back to the uncomfortable Italian.

And the best for last, the unique and popular sound of the triplets. The Street Triple whistles a melodious three-cylinder sonata in its driver’s ear. At low speeds it trumpets, at higher speeds it sings with a punchy bass. Again the brutal distance themselves and play their own concert. It rattles metallic across the entire rev range, only subliminally, but unmistakably. It sounds clogged up to 5000 rpm, above it it quickly becomes loud, uncomfortably loud. Here you could credit her for staying true to her name once again: simply brutal! The spectators like the riot, they award the last point to the new three-cylinder acrobat.

The performance is over, the audience has decided: The young Italian gets the job. She is the new circus child and will continue to entertain the masses in the future. The English woman first drinks a frustration tea and secretly thinks: The next time I’ll come as an R version.

PS readings and judgment

The MV Agusta Brutale 675 attacks the Triumph Street Triple in the mid-range naked bike sector.

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Performance diagram of the two three-cylinders.

PS readings

One concept, two worlds. The Triumph Street Triple builds up its performance nicely and evenly and pushes forward vigorously from standing speed. At 3000 rpm it lifts twice as much torque as the Brutale 675. This is especially noticeable when starting the traffic light. Here the English shoots the Italian mercilessly away. Overall, the Triumph can be driven with lazy shifting and lower revs, but it looks a bit boring. The performance curve of the MV is much more acute. Up to 4000 rpm the engine does not respond at all, from 8000 rpm it pushes properly and only in the five-digit speed range does the hut really burn.

Performance

   Acceleration*    Draft *  Top speed * 
0-100 km / h 0-150 km / h 0-200 km / h 50-100 km / h 100-150 km / h
MV Agusta Brutal 675 3.6 s 6.4 s 12.3 s 4.7 s 4.7 s 222 km / h
Triumph Street Triple 3.7 s 7.0 s 13.8 s 4.8 s 5.8 s 225 km / h

* PS measurement

Setup country road

  MV Agusta Brutal 675 Triumph Street Triple
fork
stra.neg. Suspension travel 25 mm 35 mm
Pressure level – –
Rebound – –
level default default
Strut
stat.neg. Suspension travel 9 mm 15 mm
Pressure level high – –
Low compression – –
Rebound – –
level default default

PS judgment

MV Agusta Brutale 675:
The new Brutale lives up to its name: It accelerates, brakes and acts brutally. Due to the halfway functioning traction control, it sucks in more points. Hard as a board and uncompromising – it is only for real sports freaks.

Triumph Street Triple:
The Street Triple (not R version) runs a much smoother race. In addition to high everyday comfort and beguiling sound, the fine throttle response is pleasing.

PS data

The Street Triple has been on the market since 2007 and is now being hunted by the aggressive Brutale 675.

MV Agusta Brutal 675

Drive:
Three-cylinder in-line engine, four valves / cylinder, 80.9 kW (110 PS) at 12600 / min *, 65 Nm at 12000 / min *, 675 cm³, bore / stroke: 79.0 / 45.9 mm, compression ratio: 12, 3: 1, ignition / injection system, 50 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, chain, G-Kat, traction control, four different engine modes

Landing gear:
Steel lattice frame, steering head angle: 66.0 degrees, caster: 95 mm, wheelbase: 1380 mm, upside-down fork, inner fork tube diameter: 43 mm, not adjustable, central spring strut with deflection, adjustable in spring base, spring travel front / rear: 125/119 mm

Wheels and brakes:
Cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Pirelli Angel ST, 320 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220- mm single disc with two-piston fixed caliper at the rear

Measurements and weight:
Length / width / height: 2070/900/1180 mm, seat / handlebar height: 810/985 mm, handlebar width: 725 mm, 185 kg fully fueled, v./h .: 51.0 / 49.0%

Rear wheel power in last gear:
80 kW (108.6 PS) at 210 km / h

Consumption:
Fuel type: Super unleaded. Average test consumption: 7.1 liters / 100 km, tank capacity 16 liters, range: 225 km

Base price:
8990 Euro (plus ancillary costs)

Triumph Street Triple

Drive:
Three-cylinder in-line engine, four valves / cylinder, 78 kW (106 HP) at 11700 / min *, 68 Nm at 9200 / min *, 675 cm³, bore / stroke: 74.0 / 52.3 mm, compression ratio: 12.7: 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, chain 

Landing gear:
Light alloy bridge frame, steering head angle: 65.7 degrees, caster: 95 mm, wheelbase: 1395 mm, upside-down fork, Ø inner fork tube: 41 mm, not adjustable, central spring strut with deflection, adjustable in the spring base, spring travel front / rear: 120/126 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone BT016, 308 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220 mm -Single disc with single-piston floating caliper at the rear

Measurements and weight:
Length / width / height: 2100/860/1250 mm *, seat / handlebar height: 800/1060 mm *, handlebar width: 735 mm *, 190 kg fully fueled, v./h .: 49.0 / 51.0%

Rear wheel power in last gear:
76.5 kW (104 PS) at 216 km / h

Consumption:
Fuel type: Super unleaded. Average test consumption: 6.8 liters / 100 km, tank capacity 17.4 liters, range: 256 km
Base price
8,090 euros (plus additional costs)

* Manufacturer information

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