Honda CB 1100 and MV Agusta Brutale 1090 in the test

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Honda CB 1100 and MV Agusta Brutale 1090 in comparison test

Two like heaven and hell

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Honda CB 1100 and MV Agusta Brutale 1090 – two bikes, two worlds. The comparison test shows which motorcycle is ahead in which discipline. We celebrate diversity and feel the sportiness. It doesn’t always have to be beyond what is permitted. It just depends on the type.

KDo you call the movie cops Murtaugh and Riggs? Leathal Weapon with Danny Glover and Mel Gibson? One is a calm, mature guy with clear moral principles: rules are adhered to, there is no cursing, no alcohol, no cigarette butts, no anger. His suit fits neatly, but is no longer the youngest model. The other is the lone wolf, takes a target and mercilessly heads for it. You don’t care about regulations. There is something fundamentally anarchic about his life, like his clothes, sporty, casual and forever young. Do you know!

Honda CB 1100 and MV Agusta Brutale 1090 in comparison test

Two like heaven and hell

MV Agusta Brutale 1090 growls like a rottweiler

This is exactly what we have before us, a crazy combination on two wheels each, two like heaven and hell – just Murtaugh Honda CB 1100 and Riggs MV Agusta Brutale 1090, Honda’s latest retro-naked and MV Agusta’s power bolt. As is well known, opposites attract, but it’s still about motorcycles. So let’s see the film. Diversity is the spice of life. At the end of the character study, you can decide: mild or wild?

248 kilos curb weight, 1490 millimeters wheelbase, 114 millimeters of caster – that sounds like iron piles to uncompromising sports freaks. More 90 hp? Five-speed gearbox? Malicious laughter of the guy in the leather suit at the Honda CB 1100. “Boy, that sounds like a TV evening with the Black Forest Clinic, cuddling sex with light.” Then he puts his cards on the table. 218 kilos with fuel, agile 1438 millimeter wheelbase. Trail 104 millimeters. 144 hp are in the light – "at a fat 10,300 revs, my honest CB friend", it hisses from under the black visor, and with a casual push on the red button the four-cylinder of the MV Agusta Brutale 1090 roars.

As a CB 1100 driver you have to swear off a tremendously low resting heart rate or any need for recognition in order to simply put away the theater of the MV Agusta Brutale 1090. Next to her, the Honda CB 1100 doesn’t make a stab at all when the engine is running. Nothing to be heard from the air-cooled four-cylinder. Even when you have sat up, you catch yourself turning the gas tap: is the thing working? – no vibrations, no rumbling, humming, brazzing. The Honda whispers piously. The Brutale stands next to it and growls like a rottweiler when idling like a rottweiler who wants to get at your throat.

That doesn’t change on the way either. The MV Agusta Brutale 1090 announces its warpath with wild cries, the Honda creeps along – always. On this point the attitude clearly decides. Anyone who wants to get along with everyone, goes for the Honda CB 1100. Those who don’t care about complainers love the MV.

Honda CB 1100 puffs beyond 5000 rpm

Jahn

The Brutale marches away on the rear wheel.

Things get much more amazing on open country roads. Because when it goes like this, even the sports fan is amazed at how well the Honda does it. The engine of the Honda CB 1100, which is supported by a small oil cooler, shines here. Although the load changes a little, it works very nicely from below. Its silky smooth running and the decent torque of 96 Nm at 5200 rpm are really fun!

If it weren’t for the MV Agusta Brutale 1090, if your rider really gets going, the CB quickly reaches its limits. Murtaugh tries to hold Riggs back – in vain. In practice, the picture looks like this: plucked the MV’s gas cable, catapulted the engine speed into the five-digit range and the Brutale marched away on the rear wheel so that her arms became long. The Honda CB 1100 takes a puff, because its drive is really tough beyond 5000 rpm. At most, the breath that the driver needs for sharp attacks is long with her. Switching lazy ironing around? Yes! Tighten the sprint? Go. Do you really want to dash off? It does not work.

The only drawback of the MV: short footrests

Nobody is really embarrassed to have to pull the belt because of the traffic regulations. Who cares that the Honda CB 1100 locks in fifth gear at 180 km / h? With the Brutale, on the other hand, you always have at least one leg in the illegality. That provokes the brutal by the driver’s posture. Ready to jump, extremely assembled, directly above the flat handlebars – pure attack position. How should one control oneself there? The only thing that has to be blamed on the MV Agusta Brutale 1090 is the short footrests, which force the foot into a permanently uncomfortable angle, especially on the right side because of the exhaust. They are also smooth.

CB 1100 ergonomically antiquated

On the other hand, the Honda is ergonomically antiquated. This is not a construction flaw, after all, it was designed as a retro bike. So if you remember the old Z 900 times, you can immediately understand how the pilot feels on the CB 1100. The seat is deep, the tank is quite long and the handlebars are pulled up badly. Today it has very little to do with sportiness. Coupled with the weight of the Honda, your driver gets something to do on winding sections. So that this doesn’t get out of hand, the developers of the Honda CB 1100 have learned to handle very well. The narrow 140-inch rear tire, and the 18-inch ones in general, play a major role in this. Once the line has been taken, the CB stoically follows.

Sports action is sabotaged most emphatically by the lack of lean angle of the 1100s. The notches drag at a brisk pace in almost every curve, even with the "fear nipples" removed. It was not uncommon for the outside of the tester boot to smoke in wonderfully long curves. If you shoot yourself into it, it’s really funny. The background noise of the shuffling rest stops entire hiking groups at the edge of the path, the sparks do the rest. This is less fun with bumps in the curve area. Then the Honda CB 1100 keys the collector abruptly to the right, also because the duo-shocks at the rear really act on the comfort side. Nothing can be adjusted except for the spring base. Not even on the telescopic fork, which is acceptable for the type of vehicle. After all, the ABS brake doesn’t really work hard, so that the Honda dips in front to a tolerable degree. Braking on the last groove is not possible anyway. The "Combined ABS" works properly, there is nothing to complain about. It goes without saying that it regulates early. However, the pilot has to use the lever with tremendous hand strength.

Brutale, tightly muffled and fully adjustable at the front

The MV knows no mercy here. Although the standard Brutale 1090 competes without Ohlins chassis, it is tightly dampened and fully adjustable at least at the front. It tramples a little insensitively over warped asphalt, but delivers crystal-clear feedback on perfect country roads. It’s great how crisp the Brutale can be driven into fast arcs over the front wheel and braked before tight bends. Bend? Ha, one thought and it is already in an inclined position.

At the meeting point, Riggs can catch the cigarette before Murtaugh shows up with the CB. While he dismounts, his gaze glides over the Honda CB 1100. Its visual focus is the massive, deeply ribbed four-cylinder with shiny manifolds. Together with the double loop frame, the result is a coherent picture. The chassis and the horizontal line from the round headlights to the tank, the seat and the rear lights give the CB a cool retro line that turned us on. Even the digital display is discreetly housed between two stylish analog clocks. Coolness you can touch. But why doesn’t that thing have spoked wheels? A break in style that shouldn’t be at 11,000 euros!

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Honda for the cool, MV for adrenaline junkies

In terms of optics, the MV Agusta Brutale 1090 is completely made of one piece. The red tubular space frame, the single-sided swing arm, the instrument wedge, the double-ended on the exhaust. It is the threatening freebooter flag on the highway.

Just two types, like heaven and hell. A type consultation is not necessary. If you like it cool, you can grab the Honda CB 1100 and simply shake off stress and pressure to perform with the air cooler. There is no need to explain the world to competitive athletes and adrenaline junkies. They create their own world, with their own laws. Riggs drives MV Agusta Brutale 1090!

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HP data Honda

Jahn

Honda CB 1100.

Honda CB 1100

drive Four-cylinder in-line engine, four valves / cylinder, 66 kW (90 PS) at 7,500 / min *, 93 Nm at 5,000 / min *, 1140 cm³, bore / stroke: 73.5 / 67.2 mm, compression ratio: 9, 5: 1, ignition / injection system, 32 mm throttle valves, hydraulically operated multi-plate oil bath clutch, five-speed gearbox, G-Kat, chain

landing gear Steel double loop frame, steering head angle: 63.0 degrees, caster: 114 mm, wheelbase: 1490 mm, telescopic fork, Ø fork inner tube: 41 mm, adjustable in spring base. Two struts, adjustable in the spring base. Suspension travel front / rear: 120/89 mm

Wheels and brakes Cast light alloy wheels, 2.50 x 18 / 4.00 x 18, front tires: 110/80 V 18, rear: 140/70 V 18, first tires: Bridgestone BT 45, 296 mm double disc brakes with three-piston floating calipers at the front, 256 mm Single disc with single-piston floating caliper at the rear

measurements and weight Length / width / height: 2195/835/1130 mm, seat / handlebar height: 785/900 mm, handlebar width: 750 mm, 259 kg fully fueled, v./h .: 48.5 / 51.5%

Rear wheel power in last gear 63 kW (85 PS) at 174 km / h

consumption Fuel type: Super unleaded. Average test consumption: 6.5 liters / 100 km, tank capacity 15 liters, range: 231 km

Base price 10,990 euros (plus additional costs)

PS data MV Agusta

Jahn

MV Agusta Brutale 1090.

MV Agusta Brutale 1090

drive Four-cylinder in-line engine, four valves / cylinder, 106 kW (144 PS) at 10,300 / min *, 112 Nm at 8100 / min *, 1078 cm³, bore / stroke: 79.0 / 55.0 mm, compression ratio: 13, 0: 1, ignition / injection system, 46 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat, chain

landing gear Steel tubular space frame, steering head angle: 65.0 degrees, caster: 104 mm, wheelbase: 1438 mm, upside-down fork, Ø fork inner tube: 50 mm, adjustable in spring base, rebound and compression. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 125/120 mm

Wheels and brakes Cast light 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 Supercorsa SP, 310 mm double disc brakes with radially attached four-piston fixed calipers at the front, 210- mm single disc with four-piston fixed caliper at the rear

measurements and weight Length / width / height: 2009/850/1240 mm, seat / handlebar height: 840/1030 mm, handlebar width: 715 mm, 218 kg fully fueled, v./h .: 50.9 / 49.1%

Rear wheel power in last gear 98 kW (133 PS) at 217 km / h

consumption Fuel type: Super unleaded. Average test consumption: 8.0 liters / 100 km, tank capacity 23 liters, range: 287 km

Base price 14,490 euros (plus additional costs)

PS judgment

Idle to name a winner at this point. After all, there are two fundamentally different interpretations of the naked bike topic. The cubic capacity may be about the same, the Honda and MV Agusta Brutale 1090 are each at the opposite end of the category. We liked the Honda CB 1100 anyway, because it looks laid-back, offers experienced drivers enough playground and the retro wave is cool. The MV, on the other hand, is what sporty motorcyclists appreciate about bikes: anything goes!

The alternatives

The wild

The KTM 1290 Super Duke is above all that Aprilia Tuono with its V4 and 167 hp, the wild dog among the naked bikes. She likes it there Ducati Streetfighter Bring a little more torque with the Testastretta-V2 (115 Nm), it is very radical and extravagant compared to the Aprilia. Something the Triumph Speed ​​Triple R. hardly knows. Well, it’s set up pretty hard for the country road on the chassis side, but its three-cylinder is an extremely pleasing power tool.

The mild ones

Honda did not invent retro chic with the CB 1100. For a long time, just think of the Ducati sports models, the manufacturers have been serving fans of classic motorcycles. So too Moto Guzzi with the Griso, which is amazingly athletic. Tea Triumph Bonneville is certainly a prime example for the class, even if it does not tear up trees with the Twin in terms of performance. Tea Yamaha XJR 1300 is a classic itself. It does not imitate, it is simply still available.

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