By NastyNils·
Motorcycle comparison · Naked Bike vs Hyper Naked
Triumph Speed Triple 1050 (MY2011) vs MV Agusta Brutale 990 R (MY2010)
At the turn-in point, the Triumph Speed Triple 1050 falls into the lean evenly and doesn't flop in or try to stand up. The MV Agusta Brutale 990 R's quick steering geometry snaps it into the turn, and it's rock steady once it's leaned over. It'll swap direction for the next bend fast.
So which one do you buy?
The Speed Triple 1050 has the edge if…
Keeping running costs low
By a nose: Speed Triple 1050
Running costs lean slightly toward the Speed Triple 1050. A well-kept example of either matters more.
Daily commuting & city riding
Narrow edge: Speed Triple 1050
On the way to work, the Speed Triple 1050 asks a little less of you. What tips it: lower running costs and friendlier manners. Close enough that the test ride should settle it.
The Brutale 990 R has the edge if…
Sporty riding on twisty roads
A touch ahead: Brutale 990 R
The Brutale 990 R nudges ahead once the pavement starts to wiggle. Put it down to more feel through the bars and better suspension. Don't expect a night-and-day difference.
Which one's the smarter buy
Two different jobs
The Speed Triple 1050 and Brutale 990 R do different jobs, so neither is the clear better buy for the money. You're paying for a specific character, not a price advantage.
What makes each one tick
Speed Triple 1050
From low revs, the Speed Triple's long-stroke triple shoves hard on a fat spread of torque, and its intake growls in a voice that isn't a twin's or a four's. Potholes jar the stock suspension. The chassis doesn't hide what the road's doing. The front brake bites with real sportbike feel.
Nils rode the Speed Triple 1050 in 2013 (NastyNils Testride).
Brutale 990 R
The Brutale's exhaust snarls with a sound no Japanese four makes. The suspension soaks up town streets. Through the Texas Hill Country, the trellis frame stays settled mid-corner. There's pull at any throttle opening, right to redline.
The Voice of Experience
What actually separates them
- The Speed Triple 1050 makes more peak torque: 83 lb-ft (112 Nm) vs 78 lb-ft (106 Nm).
- The Brutale 990 R has the larger fuel tank: 6.1 US gal (23 L) vs 4.6 US gal (17.5 L).
- ABS: option on the Speed Triple 1050, not offered on the Brutale 990 R.
Which one for the way you ride
Comfortable long-distance riding
Both fall short
Big miles aren't where either one shines. You'll be watching for the next rest stop.
Traveling with luggage
Not their thing
Saddlebags and long trips don't suit these two. They're better at day rides.
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 990 R
What owners say
Strengths
- Agile handling and precise feedback
- Torquey mid-range with an addictive exhaust note
- Exotic Italian styling and premium components
- Smooth road manners and everyday usability
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 990 R
No confirmed faults on file yet. That's not the same as fault-free.
What they cost used
These prices compare a 15-year-old Speed Triple 1050 with a 15-year-old Brutale 990 R.
- Speed Triple 1050
- about $5,000
- Brutale 990 R
- about $5,400
At 15 years old, the Triumph Speed Triple 1050 sits around $5,000 while the MV Agusta Brutale 990 R lands near $5,400. That small gap doesn't really matter. These are US market estimates, not live listings.
What they share
- Cooling
- Liquid-cooled
- Gearbox
- 6-speed
- Final drive
- Chain
- Fork
- Upside-down (USD)
- Front tire
- 120/70-17
- Rear tire
- 190/55-17
Where the spec sheets split
| Speed Triple 1050 | Brutale 990 R | |
|---|---|---|
| Seat height | 32.5 in (825 mm) | 32.7 in (830 mm) |
| Wet weight | 467 lb (212 kg) | 461 lb (209 kg) |
| Speed Triple 1050 | Brutale 990 R | |
|---|---|---|
| Displacement | 1050 cc | 998 cc |
| Engine | Inline-three | Inline-four |
| Power | 136 hp (102 kW) | 139 hp (102 kW) |
| Torque | 83 lb-ft (112 Nm) | 78 lb-ft (106 Nm) |
| Speed Triple 1050 | Brutale 990 R | |
|---|---|---|
| Fuel capacity | 4.6 US gal (17.5 L) | 6.1 US gal (23 L) |
| Speed Triple 1050 | Brutale 990 R | |
|---|---|---|
| Wheelbase | 56.5 in (1435 mm) | 56.6 in (1438 mm) |
What comes fitted, what costs extra
| Speed Triple 1050 | Brutale 990 R | |
|---|---|---|
| ABS | Option | Not offered |
| Traction Control | Standard (from 2016) | Standard |
| Ride Modes | Standard (from 2016) | Standard |
| Steering Damper | Standard | 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.
