MV Agusta Brutale 1. R vs. Triumph Speed Triple R . Next to the Triumph, the MV Agusta Brutale cruises along with both tires on the ground. A rise in the road provides the opportunity, and a slight tug on the bars brings the MV’s front wheel level with that of the Triumph’s. The riders glance at each other and shake their heads. You can’t see it through the dark visors, but they’re grinning like idiots.

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Again and again this happens, 1. Monterey, a good portion of them on the back wheel only. Before stabbing out an inflammatory E- mail scolding us for antisocial behavior, take a moment to consider the bikes we were riding: the Triumph Speed Triple R practically begs to be wheelied, and keeping the Brutale 1. R’s front tire grounded is as difficult as getting a CBR2. R’s afloat. Combine plenty of power with the high center of gravity brought by a naked bike’s tall handlebar and that’s what you get: Bikes so willing to loft the front that we’re almost powerless to resist.

Scratch powerless; utterly unwilling to act like adults, is more like it. We’re not kidding. There are more reasons to love these bikes than their ability to unlock your inner hooligan. Both are beautiful, with limited bodywork, comfortably upright ergonomics and enough style to make any Bike Nighter swoon.

Most people notice the MV first. It appears more exotic, purposeful, and intense. The chiseled tank, single- sided swingarm and meticulously welded mufflers positioned impossibly close to the rear wheel speak to the MV’s handmade status. Those details are juxtaposed with sloppy wiring, an unsightly exhaust flapper, and a dated dash.

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It’s as though the Brutale’s main form came from a master’s hand, then a junior engineer was left with the task of making everything fit. The Speed Triple R is no slouch in the looks department, and the more you inspect it, the better it looks. It’s been around for awhile, and the refinement shows. The wiring is carefully concealed and everything looks in its place. These details are important on a naked bike, as there’s no place to hide dirty design work. The forged aluminum wheels—made by PVM in Germany—are exquisite, with a glossy finish that puts the MV’s painted wheels to shame. Gold suspenders, red accents, and carbon fiber give the Triumph a truly custom look.

Yet the MV received universal praise from casual observers, while the Triumph was occasionally shunned—always due to the my- fairing- was- crashed- off appearance of those funky headlights. The Brutale isn’t just a naked version of MV Agusta’s F4 superbike. The Brutale is its own beast, purpose built to give performance addicts a power shot that’ll leave them reeling. The engine is a version of the F4. RR 3. 12 mill and shares the same 7.

Brutale’s purpose. The bike’s most recent overhaul in 2. The tank, tail, and radiator shrouds were reshaped with sharper lines, and a one- piece seat and more compact headlight were added. The bike received a new tubular- steel trellis frame and longer, lighter aluminum single- sided swingarm, as well as revised engine internals including a counter- balance shaft, new cylinder head, oil pump, engine cases, throttle bodies, and transmission parts. On our Super. Flow dyno the Brutale turned out 1. To help handle all that grunt, the Brutale is outfitted with an electronic rider- aid package that includes two power modes (Sport and Rain), eight- level traction control, and electronically controlled engine braking, just like on the current F4.

R and F4. RR superbikes. Like the MV, the Speed Triple R is its own machine, and the most thuggish bike in Triumph’s lineup. The Speed Triple has earned numerous accolades, including two Best Naked Bike awards (2.

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Motorcycle of The Year balloting. For 2. 01. 1 Triumph updated the Speed Triple with a new frame, swingarm, and wheels, and also altered the ergonomics considerably.

And added those polarizing headlights. The engine’s peripheral systems were likewise massaged to improve performance. The base model Speed Triple is a stud; the latest R model, which debuted in 2. ABS, is simply outstanding. Triumph’s “R” packages rival those of Ducati, and like the Daytona 6. R, the Speed Triple R receives . Besides some redesigned transmission components, the Triumph’s engine is as it was.

Strapped to our dyno, the big triple churned out a respectable 1. Nearly 9. 0 percent of that torque is available at just 2. Triumph quick off the line and eager to loft the front wheel.

If the Triumph is partial to wheelies, then the Brutale is properly obsessed. That’s due mostly to short final gearing.

First gear is a liability to your license, so it’s best to shift to—or even start out in—second. Even in Rain mode the Brutale power wheelies, and we left the TC system off most of the time since it doesn’t really help on dry pavement; the Brutale doesn’t spin the rear Pirelli, it lifts the front instead! All In One Windows 7 Key Creator X32 X64 Bite. The Brutale is surprisingly compact considering its XL- sized engine. The bars are fairly narrow and sit close to the upper triple clamp, while the footpegs are close together and set back.

The 6- gallon fuel tank is massive, but its tiny waist leaves barely any bike between your knees. Besides a hard, slanted seat, the Brutale is comfortable, though it does throw off some heat in traffic. The Triumph has fewer cylinders, but feels wider at the waist and has a more spacious cockpit. The bars are a tiny bit lower, flatter and several inches wider. There’s more padding on the seat and more space between your knees, though legroom is somehow lacking.

The footpegs are unnecessarily high, but at least they’re knurled, unlike the MV’s slick cast aluminum pieces. Both bikes feel familiar within a few turns, and offer the erect riding position and quick, balanced steering that make a rider feel connected and in control.

As with all Triumph triples, the Speed Triple R sounds stellar. There’s that raspy growl from the intake, a high- pitch whine from the primary gear, and a deep, full exhaust note. The Brutale emits a lot of intake noise and has good tone from the slash- cut cans, but the sound isn’t as stirring as the Triumph’s song. Around town the Triumph is comfortable and composed. The clutch action is smooth, throttle response is exact, and that big triple has enough torque to pull away from stops on a mere whiff of throttle.

Rolling the stick back reminds you that there are a trio of 3- inch pistons reciprocating down there, churning up mild vibrations as the revs rise. Still, the wide- set mirrors remain clear and the internal bar ends do their job to quell perceived vibes. The engine runs cool, so there’s no heat warming your feet like on the Brutale. The MV has slightly more compliant suspension, but it’s more, um, brutal, in all other respects. It’s an exhilarating machine that demands focus and care in the city, so it can be tiring to ride. A light ride- by- wire throttle, a grabby hydraulic clutch, and flawed low- rpm fueling makes stop- and- go traffic a headache.

A flat spot off idle followed by a surge of power that invariably lifts the front tire requires you to either drag the rear brake or slip the clutch away from a stop. Then there’s the bizarre engine braking behavior: Roll off throttle at higher rpms and the butterflies remain open, allowing the bike to freewheel like a two- stroke. At 4. 20. 0 rpm the butterflies snap closed and it feels just like you applied the brakes.

In town you cross that 4. On a fast, flowing road, however, the Brutale starts to make sense—mainly because it handles like a proper sportbike. At higher rpm there’s no hint of the fussy fueling that makes low- speed travel so frustrating, and the throttle butterflies remain open on decel, allowing the Brutale to coast into corners.

The lack of engine braking feels strange at first, but once you get used to it, it helps you carve through corners faster and smoother than on other bikes. The base- model Speed Triple is outstanding in most respects, but slow to turn at higher speeds, making it fall short as a sportbike.