Comparison test: MV Agusta Brutale, Triumph Street Triple, KTM Super Duke

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Comparison test: MV Agusta Brutale, Triumph Street Triple, KTM Super Duke

Three naked bikes in direct comparison

There are motorbikes that you don’t just choose with your mind. But also and above all with the heart. KTM Super Duke and Triumph Speed ​​Triple, for example. And of course the new MV Agusta Brutale 990.

VMatch test: Naked Bikes – Part 1

In the morning it was a sprightly hiking group that emerged from the undergrowth and crossed our path. In the late afternoon, a handful of student nurses peeled themselves out of a rusty Renault 4 at the same vantage point next to us. And the next day the customers of the small car dealership whose petrol pump was our port of call.

Comparison test: MV Agusta Brutale, Triumph Street Triple, KTM Super Duke

Three naked bikes in direct comparison

KTM and triumph in their sixth year. The MV, technically complete, optically only slightly retouched, if you will, in its tenth. Three great examples of strict preservation, only committed to unfiltered driving pleasure. They underline this with intoxicating shapes, powerful engines, two-, three- and four-cylinder engines, with which every kilometer becomes a feast for the eyes, ears and all senses. Although all three strive for this goal in a very independent way. It starts with the seat rehearsal.

Not the youngest anymore, but still a highlight: The Triumph Speed ​​Triple.

The Triumph offers a relaxed place with a wide, comfortable bench seat, but also a bit at a distance from the cranked aluminum handlebars. Narrow, tight bench, handlebars like a horizontal bar, close to the driver, relaxed knee angle. Even more relaxed than the Speedy: the KTM, ready to storm every corner that comes up.

The MV is much more compact for its pilot. Low, sufficiently long seat cushion, high short notches that demand the tightest knee angle. Plus the narrowest handlebar. Even if the Brutale 990 now allows its pilot a little more freedom of movement than its predecessor, it is still unmistakably Brutale. Even with the sound. It growls and scrapes from the engine room. When first gear is engaged, the exhaust flap opens, adding a bass note.

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Rumble twin charm in the lively KTM-V2, strong, easy-turning MV row quad or velvet-pawed Triumph treble with almost perfect performance: there is something for everyone.

Let’s go, the hoarse hissing Triumph and the powerful, thundering KTM in tow. The Austrian twin is a real veteran that adds a rustic touch to its sporty appearance. Rumbling and chopping below 3000 rpm, even lets some constant travel shudder shine through up to here. 30s zones and city traffic are a horror to him. And too hastily opened the gas, the twin literally snaps shut.

But above that the power pack seems to be bursting with energy. Hangs bitingly and directly on the gas, snaps – vrroop – up the speed ladder. The V2 effortlessly snaps away from turns. All attention, with what liveliness and revving this two-cylinder comes up. No, this twin is not made for strolling. He needs action, wants to sprint, turn, power. Over large parts of the speed range, it does this in a surprisingly cultivated manner, only drumming vigorously into the pegs and handlebar ends in higher positions.

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The cockpits: analog tachometers and digital speedometers dominate. With slight advantages in terms of legibility for the Triumph. Crude operating logic and usability on the MV Agusta.

The MV provides the contrast program. Thanks to twice the number of work cycles per crankshaft revolution, it runs smoothly even at speeds around 2000 rpm. This is a wonderful way to stroll through the city and enjoy the grim growling from the two rear silencers. And turning the throttle actually brings propulsion and not just an asthmatic rattle.

However, even the newly designed 990 cannot serve with flawless throttle response in the rev lowering. Even though he does his thing a lot better than his predecessor in this regard. Its load change reactions are, for example, within an acceptable range. When the gas is drawn in, the MV engine pauses for a brief moment, and then releases even more exuberant power. Especially when the gas is opened again after a short roll phase. In contrast to its big sister 1090, this works better in sport mode than with standard mapping, in which the torque hanger between three and four thousand revolutions is more noticeable. And yet their passage is enormous. The point really goes off when the needle on the tachometer passes the 5000 mark. The four-cylinder becomes an animal. If his hoarse fanfare belts out aggressively to the two angled tailpipes, storms through the rev range like a prick, so that you fidget in the limiter in no time. The MV goes off like Schmidt’s cat, regardless of the aisle.

Comparison test: Naked Bikes – Part 2

There are motorbikes that you don’t just choose with your mind. But also and above all with the heart. KTM Super Duke and Triumph Speed ​​Triple, for example. And of course the new MV Agusta Brutale 990.

Here it is, the much-cited one-to-one connection between throttle and rear wheel. A slight tingling sensation cannot entirely prevent the built-in balancer shaft. But no matter with so much temperament. The brutal skillfully gives the arsonist – albeit one enormously thirsty. 7.2 liters at a slow country road speed, with such a capacity to swallow even Harald Juhnke would have turned pale. The Speed ​​Triple really cannot be blamed for such bad manners. On the contrary. Your triplet presents itself once more as a grandiose intersection of twin and inline four-cylinder.

With a vocal range that ranges from velvety purring to lascivious hissing to throaty roaring without being too loud. And he has mastered the art of misfiring, the repertoire of wonderfully crackling, babbling misfires during overrun, just like the Alpine twin and the Italo foursome.

How far his usable speed range spreads, how he delivers his power from the speed basement is top notch. Purr in the large corridor through the village and simply cock the tap at the exit. The rest is done by the short overall translation and the flawless performance. Even, homogeneous, powerful, predictable the Speedy powers ahead. Hangs spontaneously and directly on the gas, does not twitch at the apex of the curve with annoying load change jerks. The triplet runs like velvet paws, turns vigorously up to the highest positions and remains modest at the pump. 5.3 liters per hundred kilometers are a word – and 0.6 liters less than with the KTM.

You couldn’t ask for much more than that. Well, maybe a little smoothness for the otherwise precise transmission. But then you should also mention the soft, but long-range MV switch box and the robust punch with which the first KTM gear engages. The bottom line is that this is in the green area.

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Hidden switch of the warning light, elegant handlebar clamp and rebound and compression stage separated by fork legs.

Like a leisurely country road ride. The Triumph weighs effortlessly from one lean angle to the next, although it is the heaviest at 221 kilograms. The problem-free way with which she masters even tight or tight dog curves is balm for the nerves.

Nevertheless, it gradually becomes clear that the competitors in the chassis section are now ahead. Despite the new suspension setup. For example, the fork has been trimmed with a tighter compression setting and lower air cushion for more stability and punch reserves when braking. The shock absorber, on the other hand, was given a softer spring. The fork now has more reserves. And a lot of confidence in the chassis grows from the proper comfort and the good feedback. It swings nonchalantly through curves, which in conjunction with the creamy treble makes it an uncomplicated, stress-free companion. This is especially true when the conditions are a little more adverse.

Top: the same radial pliers with individual pads as on the KTM, but with an even more snappy design.

In terms of balance and steering precision, however, the slightly rear-heavy Triumph draws the short straw. Above all, if you move quickly, the other two hit the targeted line more precisely. At least with the standard setting on the shock absorber. So increase the rear tension. However, this is not possible with on-board tools and is generally difficult to achieve when installed. If the spring is more preloaded, the Triumph increases accuracy and handling, albeit at the expense of comfort. The only thing that remains is the setting up in the curve when the brake is applied. However, their radial brakes, which are equipped with individual pads, are a treat. Easy to dose with two fingers and with powerful, spontaneous gripping.

Only the KTM does without a deflection for the shock absorber. Its setting elements are very accessible.

Just as energetically, but not quite as lightning, only the KTM stoppers reach out. In addition, the KTM chassis delivers that crisp directness when turning, that precision when firing from the corners that is needed for proper robbery. At least if you take a sporty approach. And that’s exactly what the aggressive sitting position invites you to do. The engine loves action anyway, and the agile and precise chassis makes it a real street sweeper for activists who see every curve as a challenge. The KTM even skims around serpentines in no time at all. If it gets very tight and the speed drops, the pilot has to stand by the chopping engine with the clutch handle.

Only at higher speeds does the handling stiffen a little in alternating curves. But the KTM plows confidently even through fast passages, where it is more full and stable than any other. The fact that the shock absorber is bolted directly to the swing arm without deflection does not turn out to be a disadvantage.

Even if it’s hard to believe, all three machines are several years old and move forward as if they were new.

But it is a little quicker. The MV Agusta sticks a bit more directly into the corners, threads its way through the curve thicket a bit more lightly, even at higher speeds, without its agility slipping into nervousness. And it remains unimpressed on course even in an inclined position when applying the brake.

In spite of the generously dimensioned immersion tubes, the fork gently irons uneven road surfaces. Only fast corners riddled with bumps are not mastered as smoothly and stably as the KTM. The shock absorber, which can only be adjusted in preload and rebound, could use a little more damping. On the other hand, the spring elements now provide a level of comfort that previous brutals did not have to offer. They certainly had more snappy brakes, but on the one hand the brembos of the 990 also decelerate perfectly, on the other hand their gentler response in bad weather or slippery roads is certainly not a disadvantage.

Those with sporting ambitions might prefer the 1090’s slip clutch or its steering damper. On the country road, you shouldn’t let the traction control trick you into chasing the best times on the home track. Their use only makes sense on the racetrack and the cornering speeds and lean angles that are driven there. In any case, the MV does not develop its full charm when riding the last groove, but rather when even tricky curve sequences can be unraveled in no time with its fine handling, and its fiery four-cylinder is allowed to release its fiery four- cylinder for short sprints from one corner to the next performance and sound.

So she not only leaves it with her pretty appearance, but also has it all behind her ears when driving. Which in turn unites the three despite their different characters. And that’s always the stuff of a passionate relationship.

Technical data: KTM 990 Super Duke

With its driver-friendly ergonomics, the KTM is definitely the one with the most relaxed seating position.

engine:
Water-cooled two-cylinder four-stroke 75-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 48 mm, regulated catalytic converter, 450 W alternator, 12 V / 11 Ah battery, hydraulic actuated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 38:16.
Bore x stroke 101.0 x 62.4 mm
Displacement 1000 cm³
Compression ratio 11.5: 1
rated capacity 88.0 kW (120 PS) at 9000 rpm
Max. Torque 100 Nm at 7000 rpm

landing gear:
Steel tubular frame, load-bearing motor, upside-down fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston -Fixed calipers, rear disc brake, Ø 240 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test Pirelli Diablo Corsa III

mass and weight:
Wheelbase 1450 mm, steering head angle 66.1 degrees, caster 101 mm, spring travel f / r 135/160 mm, seat height 845 mm, weight with a full tank of 203 kg, load 177 kg, tank capacity / reserve 18.5 / 2.5 liters.
guarantee two years
Service intervals 7,500 km
Colors Orange, black, olive, white
price 12,495 euros
Additional costs around 250 euros

Technical data: MV Agusta Brutale 990 R

When the brutal comes, everyone turns around: You can’t miss this unmistakable sound.

engine:
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter, 350 W alternator, 12 V / 9 Ah battery, hydraulically operated multi-disc oil bath clutch, Six-speed gearbox, O-ring chain, secondary ratio 41:15.
Bore x stroke 76.0 x 55.0 mm
Displacement 998 cm³
Compression ratio 13.0: 1
rated capacity 102.0 kW (139 hp) at 10600 rpm
Max. Torque 106 Nm at 8000 rpm

landing gear:
Steel tubular frame, load-bearing motor, upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake rear, Ø 210 mm, four-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Pirelli Diablo Rosso tires tested

Mass and weight:
Wheelbase 1438 mm, steering head angle 65.0 degrees, caster 104 mm, suspension travel f / h 130/120 mm, seat height 830 mm, weight with a full tank of 214 kg, load 179 kg, tank capacity 23.0 liters.
guarantee two years
Service intervals 6000 km
Colors Red Black
price 15,500 euros
Additional costs around 250 euros

Technical data: Triumph Speed ​​Triple

Despite its incredible performance, the Speed ​​Triple has the lowest consumption in the field.

engine:
Water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter with secondary air system 420 W, battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, Six-speed gearbox, X-ring chain, secondary ratio 42:18.
Bore x stroke 79.0 x 71.4 mm
Displacement 1050 cm³
Compression ratio 12.0: 1
rated capacity 97.0 kW (132 hp) at 9250 rpm
Max. Torque 105 Nm at 7500 rpm

landing gear:
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake rear, Ø 220 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the Metzeler Sportec M3 test

mass and weight:
Wheelbase 1429 mm, steering head angle 66.5 degrees, caster 84 mm, suspension travel f / r 120/141 mm, seat height 850 mm, weight with a full tank 223 kg, load 179 kg, tank capacity 18.0 liters.
guarantee two years
Service intervals 10,000 km
Colors White, orange, black, olive
price 11,740 euros

Measurements

Drawing: archive

Power on the crankshaft. Measurements on Dynojet roller dynamometer 250.

The Triumph does not paint the highest, but the most homogeneous power curve and offers a great torque curve. Even if the KTM is the weakest in paper form, its power and, above all, the way it brings it across are enough for an impressive appearance on the road. When it comes to top performance, the MV does not tolerate anyone else. If you put the power on the rear wheel in relation to the speed, you can explain their superior pulling power.

Top speed (Manufacturer information):

 motorcycle  Speed ​​in km / h
  KTM990 Super Duke  235
 MV Agusta Brutale 990 R  265
 Triumph Speed ​​Triple  240

Acceleration:

 motorcycle  0-100 km / h (in seconds)  0-140 km / h (in sec)  0-200 km / h (in sec)  KTM 990 Super Duke  3.2  5.2  10.6
 MV Agusta Brutale 990 R  3.2  5.0  9.5
 Triumph Speed ​​Triple  3.2  5.2  10.8

Draft:

 motorcycle  60-100 km / h (in sec)  100-140 km / h (in sec)  140-180 km / h (in sec)  KTM 990 Super Duke  3.6  3.8  4.3
 MV Agusta Brutale 990 R  3.0  3.0  3.4
 Triumph Speed ​​Triple  3.5  3.9  5.1

Fuel consumption (Country road):

 motorcycle  Liters / 100 km
  KTM 990 Super Duke  5.9
 MV Agusta Brutale 990 R  7.2
 Triumph Speed ​​Triple  5.3

Theoretical range (Country road):

 motorcycle  Km  KTM 990 Super Duke  314
 MV Agusta Brutale 990 R  319
 Triumph Speed ​​triple  340

MOTORCYCLE test results

The Triumph Street Triple wins in this comparison. Followed by KTM Super Duke and MV Agusta Brutale.

1st place:
Triumph Speed ​​Triple
Your smooth, powerful engine, great brakes and, last but not least, the good cost balance ensure victory. In terms of chassis technology, however, a revision is slowly due.

Place 2:
KTM 990 Super Duke
The edge from Austria rocks tremendously. Its strengths are the stable and precise chassis, paired with a casual seating position. As if made for dynamic people, the aggressive engine also fits, which only lacks the fine-tuning in the lower speed range.

Place 3:
MV Agusta Brutale 990 R
She was never as sociable as it is today. The little Brutale pleases with great handling and a fiery engine. Even if the seating position is still the sportiest. Those who are enthusiastic about it should be able to overlook the high running costs.

Drawing: archive

Scoring engine

There is no herb against the pulling power of the brutal. In addition, its high peak performance helps it achieve superior acceleration values. However, their response behavior at low speeds can be improved. The Triumph in particular shines, while the KTM doesn’t like speeds below 3000 rpm at all, especially in higher gears.

Winner engine: triumph

Drawing: archive

Undercarriage scoring

It’s just great how willing the MV can be chased through the curves. Whereby Triumph and KTM are anything but clumsy. The Super Duke in particular is pleasing with its enormous steering precision and stability. Here in particular, the aged chassis loses its triumph, which scores again with a lot of feedback. The MV only achieved decent marks with warm tires.

Chassis winner: KTM

Drawing: archive

Everyday scoring

While the MV still demands the tightest knee angle – in contrast to the Brutale 1090, its footrests are not adjustable – you reside in a very relaxed manner on the KTM. If there is still a tie in terms of light output at a decent level, the MV scores with its extensive equipment. All three have little left for taking a passenger with them.

Winner everyday: Triumph / MV Agusta

Drawing: archive

Scoring security

Even athletes would be happy about the Triumph’s brakes. KTM is only a little behind. The neat MV stoppers just need a little more force. It could use a steering damper on bumpy roads.

Winner safety: triumph

The KTM has to be serviced every 7500 kilometers, the MV every 6000. Its high consumption costs additional points.

Winner Cost: Triumph

Overall rating:

 KTM  638 out of 1000 points
 MV Agusta  626 out of 1000 points
 triumph  648 out of 1000 points

Price-performance rating (top rating 1.0):

 KTM  2.4
 MV Agusta  3.4
 triumph  2.1

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