By NastyNils·
Motorcycle comparison · Naked Bike vs Hyper Naked
Triumph Speed Triple 1050 (MY2011) vs MV Agusta Brutale 1090 (MY2012-R)
At the turn-in point of a tight bend, the Triumph Speed Triple 1050 tips into the lean evenly and doesn't fall in or fight back up. The MV Agusta Brutale 1090's steering snaps toward the apex the instant you push the bar. Its front end doesn't hide a thing about grip.
So which one do you buy?
The Speed Triple 1050 has the edge if…
Keeping running costs low
Slight edge: Speed Triple 1050
The Speed Triple 1050 should be a little cheaper to keep on the road. It's a small gap.
Daily commuting & city riding
By a nose: Speed Triple 1050
For the Monday-to-Friday grind, the Speed Triple 1050 pulls a nose in front. The difference is friendlier manners and lower running costs. Your own commute could easily flip it.
The Brutale 1090 has the edge if…
Sporty riding on twisty roads
A touch ahead: Brutale 1090
On a winding road, the Brutale 1090 comes out a touch ahead. It's down to better suspension and a sportier chassis. You wouldn't bet much on a gap like that.
Which one's the smarter buy
Different bikes, different deals
The Speed Triple 1050 and Brutale 1090 sit in different classes, so value is a trade-off. Neither is the obvious better buy for the money.
What makes each one tick
Speed Triple 1050
There's a thick shove of torque in the Speed Triple's long-stroke three, and its intake and exhaust note sounds like neither a twin nor a four. More throttle simply stacks on more pull. The chassis keeps a clear report coming up from the tires. Its brakes bite at proper sportbike level.
Nils rode the Speed Triple 1050 in 2013 (NastyNils Testride).
Brutale 1090
The Brutale's four keeps building as the revs climb, and its rush doesn't ease off before a ferocious top end. On Angeles Crest Highway, the trellis frame changes direction quickly and keeps its feedback precise. Mid-corner bumps don't cloud it. The triple-exit exhaust howls all the way up.
The Voice of Experience
What actually separates them
- The Brutale 1090 has the lower wet weight: 452 lb (205 kg) vs 467 lb (212 kg).
- The Brutale 1090 has the larger fuel tank: 6.0 US gal (22.7 L) vs 4.6 US gal (17.5 L).
- Ride Modes: standard (from 2016) on the Speed Triple 1050, not offered on the Brutale 1090.
Which one for the way you ride
Comfortable long-distance riding
Not their thing
Big miles aren't where either one shines. You'll be watching for the next rest stop.
Traveling with luggage
Both fall short
Neither of these was built to haul bags. A tail bag and a credit card is the realistic plan.
Who each one is built for
What's good, and what you'll live with
Speed Triple 1050
Strengths
- Good chassis feedback
- Handy and neutral falling into a lean
- Sport-level brakes you can trust
- Distinctive triple character
- 2016 update closed the electronics gap
Trade-offs
- Charging system reliability concerns
- Limited wind protection
Brutale 1090
What owners say
Strengths
- Thrilling inline-four engine
- Exotic Italian styling
- Sharp, agile handling
Known problems to check before you buy
Speed Triple 1050
- Generator link lead wire chafe — engine stall risk On ABS-equipped bikes, the generator link lead in the charging circuit can rub against the ABS modulator mounting bracket. Over time, vibration wears through the wire insulation. This can cause an electrical short and an unexpected engine stall.
- Neutral indicator switch incorrect washer thickness Recall 13V211000 A washer of incorrect thickness between the neutral indicator switch and the gear selector drum can cause the neutral indicator to falsely show the bike is in neutral when it is not. Releasing the clutch in this condition can cause unexpected lurching and crash risk. **Official safety recall.**
- 2011-only front brake rotor warping 2011 examples specifically reported warped front rotors (Sunstar disc supplier issue cited as a wider-industry pattern in 2011). Some replacement floating discs from grey-market sources reportedly assembled incorrectly. Triumph subsequently moved to Brembo monobloc on R variants from 2012 and revised the brake package for 2016.
- ABS warning light triggered by sensor air-gap or connector corrosion ABS warning light triggered by sensor air-gap out of specification, connector corrosion, or failed sensor. Speedometer can freeze when the rear ABS sensor fails because the speed signal on these bikes is derived from the rear-wheel ABS sensor.
- Rear wheel hub bearing premature wear The single-sided swingarm rear hub uses needle bearings that can fail before sealed bearings would in a conventional dual-sided design. Wide range of reported failure mileages (15,000–56,000 miles); inadequate factory grease and bearing quality cited by long-term owners.
- Charging system: regulator/rectifier failure leading to stator failure The factory shunt-type regulator/rectifier runs very hot because it dumps surplus charging current as heat. Over time it can fail, leaving the battery undercharged or overcharged. The heat also cooks the connector between the stator and the regulator. When the regulator fails, it can overload the stator windings and burn them out. A common pattern is a repeat stator failure soon after the regulator is replaced. This happens when the real causes are left alone: corroded or overheated connectors and the heat-prone shunt design. Typical signs are a flat battery, dimming lights, a battery warning, or the bike dying while riding.
- Starter sprag clutch failure The starter sprag clutch (one-way clutch between starter motor and crank) can fail, particularly when battery voltage is marginal at start. Symptoms: clicking sound on start, starter spins without engaging, can strip starter motor shaft teeth and contaminate the starter cover with metal shavings. Early 1050 examples reportedly used a smaller sprag than later units; later runs are less affected but pattern persists.
- Cam chain tensioner premature wear The hydraulic automatic cam chain tensioner can wear prematurely. Aggressive engine braking accelerates damage. Symptoms: "cam chain slap," rattling under load at higher revs, ticking noise. Severe cases produce aluminum filings in cases. Aftermarket manual tensioners (often GSX-R-derived) are common owner remedies.
- Clunky gearbox, particularly neutral → 1st and 1st → 2nd Universally reported gearbox feel: "notoriously clunky" shifts, particularly on cold engines and low-speed shifts. Some 2012–2013 examples additionally suffered the neutral-indicator washer fault and the transmission detent-arm spring fault (both officially recalled). False neutrals also reported on 2016+ bikes when aftermarket quickshifter rods foul the shift arm, and when the front sprocket nut works loose.
- Throttle hesitation at low RPM and small throttle openings Touchy or jumpy throttle below approximately 4,000 rpm, particularly when rolling on in turns or in slow traffic. Root cause linked to ECU map switching from throttle-position-sensor (TPS) to manifold-air-pressure (MAP) at low RPM, occasionally to oxygen-sensor drift. Pre-2016 cable-throttle behaviour; 2016+ ride-by-wire is generally smoother but some reports of aggressive throttle response in 1st and 2nd gears persist.
- Premature front fork seal leaks Fork seal leaks reported at low mileages (approx. 6,000 miles (10,000 km)) and after winter storage. Some recurrences shortly after dealer reseals, with anecdotal reports of reused parts not being properly cleaned.
- Thin tank paint, mirror-stem rust, frame paint vulnerability Tank paint reported as relatively thin compared to Japanese rivals. Mirror stems develop surface rust after several years. Frame and swingarm paint vulnerable to chipping. Fork-leg corrosion and underbelly engine paint peeling reported on long-ownership and salt-belt bikes.
- Valve cover gasket weeping (left side of head) Light oil film on the left side of the cylinder head, particularly around the four "half-moon" rubber plugs at the cam ends that require RTV sealant on reassembly. Loose valve-cover bolts can contribute. Cosmetic rather than performance impact.
Brutale 1090
No confirmed faults on file yet. That's not the same as fault-free.
What they cost used
These prices compare an 11-year-old Speed Triple 1050 with an 11-year-old Brutale 1090.
- Speed Triple 1050
- about $8,000
- Brutale 1090
- about $7,600
At 11 years old, the Triumph Speed Triple 1050 sits around $8,000 while the MV Agusta Brutale 1090 lands near $7,600. That's no meaningful gap between the two. These are estimates from the used market, not live listings.
What they share
- Cooling
- Liquid-cooled
- Gearbox
- 6-speed
- Final drive
- Chain
- Front tire
- 120/70-17
- Rear tire
- 190/55-17
Where the spec sheets split
| Speed Triple 1050 | Brutale 1090 | |
|---|---|---|
| Seat height | 32.5 in (825 mm) | 32.7 in (830 mm) |
| Wet weight | 467 lb (212 kg) | 452 lb (205 kg) |
| Speed Triple 1050 | Brutale 1090 | |
|---|---|---|
| Displacement | 1050 cc | 1078 cc |
| Engine | Inline-three | Inline-four |
| Power | 136 hp (102 kW) | 144 hp (106 kW) |
| Torque | 83 lb-ft (112 Nm) | 83 lb-ft (113 Nm) |
| Speed Triple 1050 | Brutale 1090 | |
|---|---|---|
| Fuel capacity | 4.6 US gal (17.5 L) | 6.0 US gal (22.7 L) |
What comes fitted, what costs extra
| Speed Triple 1050 | Brutale 1090 | |
|---|---|---|
| ABS | Option | Option (from 2013) |
| Traction Control | Standard (from 2016) | Standard |
| Ride Modes | Standard (from 2016) | Not offered |
| Tire Pressure Monitoring (TPMS) | Option | Not offered |
Head to head, area by area
Both bikes on the same scale, one area at a time.
