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Naked bikes in a side-by-side test

Ducati Monster 821 Stripe, MV Agusta Brutale 800 and Yamaha XSR 900

Written by Jens Möller-Töllner , Date 4:26 PM
The comparison test trio consists of the Yamaha XSR 900, MV Agusta Brutale 800 and Ducati Monster 821 Stripe. Foto: www.r-photography.info

Enchantingly beautiful motorcycles for enchanting country highway fun: In different ways, the Ducati Monster 821 Stripe, MV Agusta Brutale 800 and Yamaha XSR 90 attempt to come as close to this claim as possible.

“Beauty is an open letter of recommendation that wins over the heart for us in advance,” Schopenhauer already knew. Whoever throws a glimpse at the test trio of the Yamaha XSR 900, MV Agusta Brutale 800 and Ducati Monster 821 Stripe has to admit the philosopher is right. The three do not want to inspire through pure function, but instead they caress the eye, inspiring desire for every metre of track with their coloured dress or their formidable lines.

These are not purely rational motorcycles, these are three magnificent sources of joy that touch the soul, allowing the heart to throb faster. But, as in real life, all beauty is transient. Can the Yamaha XSR 900, MV Agusta Brutale 800 and Ducati Monster 821 Stripe maintain their visual stimuli even under objective test conditions? Or does only the form flourish here, displacing the function into the background?

Ducati Monster 821 Stripe – entry-level model of the series

The Ducati Monster 821 Stripe amuses over such a thing as speculations with the strong impact of its L-engine. Why not? It knows its history. The two-wheeled beasts have been created in Bologna since 1992. Its design still follows the lines imagined by Miguel Angel Galluzzi.

Even if quite a bit is new and completely different than almost 25 years ago. Air-cooled engines have long been used in Ducati’s monsters, cylinder capacities and power have grown constantly. This very clearly shows the Ducati Monster 821 Stripe as the entry-level model in the monster series.

The Yamaha XSR 900 is based on the MT-09

The MV Agusta Brutale 800 does not look back on quite as much history. It came into the world as a 675. On this basis, MV later created the sister model with 800 cubic centimetres, which now shows up for the test, Euro 4-compliant with many updates. The Yamaha XSR 900 has very different origins.

Its three-cylinder engine is based on the current, also Euro 4-homologated MT-09, uses the same chassis assembly unit and pairs its technology with a fitted, classic-looking dress. This especially comes to bear in the 60th anniversary version of the Yamaha XSR 900, which proudly shows the racing block colour pattern of the tuning fork brand. The origins of the three bikes are therefore clarified. Let’s get back to the original question: How does it work?

XSR 900 with 113 hp at 10,000 rpm

The XSR 900 has the best equipment for this. One reason is the potent triple between the black-painted frame tubes. It sends 113 hp at 10,000 rpm to the rear wheel according to the data sheet. It seasons this power with an exemplary power delivery, pushes well at the bottom, is powerful in the middle and emphatically pushes at the top. The engine originating from the MT-09 was previously criticised above all for the response behaviour and the load change. The Yamaha XSR 900 silences the doomsday prophecies. The 847-cubic centimetre drive now has fine manners, across all three driving modes. Even in the most aggressive A-grading, it directly, but with previously unknown suppleness, follows the commands of the throttle hand. With acoustic echoism, the Japanese elegantly holds back, sounds audibly, but not loudly from the short stub exhaust, which peeps out on the right below the banana-shaped swingarm.

Guided by the wide handlebars, the Yamaha XSR 900 willingly follows every impulse for a change of direction, wipes around the curves with good handling without being nervous. The 1440 mm wheelbase and the flattest steering head angle of the trio with 65 degrees give it plenty of stability up to a brisk highway speed. A lot of movement first makes its way into the chassis when the speed is downright racy or the asphalt becomes crumbly. The suspension elements of the XSR 900, with 137 mm spring deflection in the front and 130 mm in the rear, then do not always act confidently, especially with their damping behaviour. A similar image emerges when braking. For those who do not like to fly around the corner on the edge, the front system equipped with two 298 mm discs a with a fine effect and controllability will pamper you.  If the ABS takes control of the stopping distance, however, the coarse control screws up the turn-in point. So it’s better to go a bit slower.

With the upright seating position and the extremely relaxed knee angle, nothing hurts on the Yamaha XSR 900, even after many highway kilometres. You could go on forever through the spring brought to life with the first war rays of sunshine. At least that’s what the driver thinks. It’s different for the passenger. The passenger pegs are high and far forward.

This forces the passenger into a peculiar, hardly comfortable posture with little contact with the driver. And without handholds, every powerful braking becomes a spontaneous free flight upward for the rear passenger. But: With just 169 km payload, the passenger limit is quickly reached anyway. So better to search for the vastness alone and empty the tank of the Yamaha XSR 900 that only holds 14 litres. Moving easily, with a consumption of 4.6 litres per 100 kilometres of range, it ensures just beyond the 300 km mark.

Ducati Monster 821 Stripe with the most stable chassis

The Ducati goes further. The tank of the Ducati Monster 821 Stripe hoards a good 17.5 litres. With a fuel-saving 4.6 litres of consumption, that’s enough for distances of nearly 400 kilometres. The Ducati also goes another way when it comes to the topic of sitting comfort. The driver squats deep into the motorcycle, even when the seat is locked at the highest level of 830 mm. The fuel tank is full-bellied, to reach the comparatively low and far forward handlebars, you have to stretch significantly more than on the Yamaha XSR 900. In addition, the foot pegs are higher. They have to be widely spread apart due to the positioning of the exhaust and the passenger foot pegs. It’s annoying. But you can live with it.

Ultimately the Ducati Monster 821 Stripe, with its L-twin, is also a force to be reckoned with. After cool nights, it initially reluctantly receives commands from your right hand and then reacts not quite as cleanly in the bottom rev range as the two triplets to spontaneous opening of the throttle valves, but no later than 3,000 rpm it is all fun and games. With the properly vigorous roaring – the other two will become pale with astonishment – it carries the horse and rider through the country. From a good 6,000 rpm, it tenses your muscles once again for a second power spring, fires with gusto out of bends until it reaches its maximum output of 106 hp at 9,500 rpm.

The engine-side appearance supports the Ducati Monster 821 Stripe with the most stable chassis in the test. With a 1480 mm wheelbase, the 821 lies like the proverbial board on the street. Given that it is unperturbed on the road, it has to sacrifice a few points on the altar of handling, but what the heck. The little more power is easily ironed out with each line taken exactly according to the driver’s wish.

Even if the front tyre begs for mercy under the ABS application, the rear tyre dances around slightly nervously: The front remains calm and stable. Splendid. This also does not change when a passenger gets on. The chassis of the Ducati Monster 821 Stripe also accommodates the passenger the best of the three beautiful bikes of the trio. It’s just as well, because you can ride quite comfortably on the Ducati. Close to the driver, blessed with abundant cushioning under the chic covering, the rider finds the best conditions for riding along.

MV Agusta Brutale 800, as lively as ever

You can’t sit quite as comfortably in the second row of the MV Agusta Brutale 800. It is surprising enough that there is even a spot for a human there in the first place. The layout of the airy, lightweight constructed rear makes you expect otherwise. The one or other person could cite negative views of the power data of the 2016 Brutale. Because: Well, homologated according to Euro 4, with 13.3-to-1 sporty, highly-compressed 798 cubic centimetre triple has lost a few hp according to the factory specification. 114 ponies ask for to be let out at 11,500 rpm. It was 123 last year still. But, to start with: The MV has not lost any of its liveliness. The engine even runs as smoothly as ever, only occasionally interfering with slight misfires.

Or in other words: The 800 works really well now. The individual gears are quickly cycled up or down using the Quickshifter. Even better than with a clutch aid. And then there is the intake noise. In the airbox, every molecule of oxygen is loudly welcomed with a joyful handshake before it surrenders passionately to the injected petrol and helps to push the 54.3 mm pistons down. Goose pimples made to order. Colleague Johannes Müller even sent so far as to call the MV Augusta Brutale 800 “sex on wheels”. The Italian triple emotionalises, terrorises the environment, but not through noise. Rather, it reserves the comforting, beautiful soundscape for the Brutale throttler alone. The acknowledgement for the missed benefits of the broad speed range is still OK. The MV Agusta Brutale 800 on average burns five litres per 100 km, reaching more than 330 km on one tank.

All three with adjustable traction control

However, the pilot has to offer a little bit of capacity to suffer for the MV experience. The handlebar is affixed even further forward and deeper than with the Ducati Monster 821 Stripe. Your hands grip – spoken exaggerated – the front axle directly. As with a super athlete, this provides for a lot of transparency, but requires a lot of effort.  Despite now more conservatively designed values for the wheelbase (+ 20 mm), trail (+ 9 mm) and steering head angle (- 0.5 degrees) compared to the predecessor, the space of a phone booth is enough for the MV to ride circles around the other two. No other bike turns more manageably. With its fully adjustable chassis, the MV Agusta Brutale 800 also has the right partner on board. Its peace almost can’t be disturbed during the fast curve dance.

But just almost: The qualities of the Ducati Monster 821 Stripe fall short when it comes to the aspect of stability. In this instance, the fork is dampened too softly despite the completely closed tension and compression level while the tuning of the strut tends to rather be in the hard direction. Bumps noticeably penetrate into the vehicle at the rear. And when braking at the limit, the fork sinks down far, the rear tyre slightly bounces over the road as soon as the finely regulated ABS takes over control. The latter could be crisper. Yamaha and Ducati show how to do it better. This also goes for the adjustable traction controls. They have all three. The function remains hidden with the MV Agusta Brutale 800. They do their job perfectly in the Monster and Yamaha XSR 900.

Beauty has its price

MV August requires EUR 12,680 for the MV Agusta Brutale 800. Ducati wants EUR 11,790 for the Ducati Monster 821 Stripe. The Yamaha XSR 900 in the King Kenny look costs less, namely EUR 9,795. Beauty also has its price.

It is all the better that beauty is not just ornamentation with this trio, but rather performs a successful handshake with the function. So, three motorcycles for the heart and mind.

 

Technical Data and Measured Values

Ducati Monster 821 Stripe MV Agusta Brutale 800 Yamaha XSR 900
Engine
Design Two-cylinder, four-stroke, 90-degree V engine Three-cylinder, four-cycle, inline engine Three-cylinder, four-cycle, inline engine
Injection 2 x Ø 53 mm 3 x Ø 47 mm 3 x Ø 41 mm
Clutch Multi-plate
web clutch
(slipper clutch)
Multi-plate
web clutch
Multi-plate
web clutch
(slipper clutch)
Bore x Stroke 88.0 x 67.5 mm 79.0 x 54.3 mm 78.0 x 59.1 mm
Cylinder capacity 821 cm³ 798 cm³ 847 cm³
Compression 12.8:1 13.3:1 11.5:1
Power 79.0 kW (106 HP)
at 9,250 rpm
85.3 kW (114 HP)
at 11,500 rpm
84.6 kW (113 HP)
at 10,000 rpm
Torque 89 Nm at 7750 rpm 83 Nm at 7600 rpm 88 Nm at 8500 rpm
Chassis
Frame Steel tube frame, co-load-bearing engine Steel tube frame with bolted aluminium cast parts Bridge frame made of cast aluminium
Fork Upside-down fork,
Ø 43 mm
Upside-down fork,
Ø 43 mm
Upside-down fork,
Ø 41 mm
Front/rear brakes Ø 320/245 mm Ø 320/220 mm Ø 298/245 mm
Assistance systems ABS, traction control ABS, traction control ABS, traction control
Wheels 3.50 x 17; 5.50 x 17 3.50 x 17; 5.50 x 17 3.50 x 17; 5.50 x 17
Tyres 120/70 ZR 17;
180/60 ZR 17
120/70 ZR 17;
180/55 ZR 17
120/70 ZR 17;
180/55 ZR 17
Tyre equipment Pirelli Diablo Rosso II
front “D”
Pirelli Diablo Rosso III Bridgestone Battlax
S 20 “M”
Dimensions + weights
Wheelbase 1480 mm 1400 mm 1440 mm
Steering head angle 65.7 degrees 65.5 degrees 65.0 degrees
Trail 93 mm 104 mm 103 mm
Spring deflection front/rear 130/140 mm 125/125 mm 137/130 mm
Seat height** 800–830 mm 835 mm 830 mm
Weight fully fuelled** 209 kg 199 kg 196 kg
Payload** 181 kg 180 kg 169 kg
Tank capacity / reserve 17.5/2.5 litres 16.6 litres 14.0 litres
Service intervals 15,000 km 6,000 km 10,000 km
Price EUR 11,790 EUR 12,680 EUR 9495***
Additional costs EUR 305 EUR 275 EUR 180
MOTORRAD measured values
Top speed* 225 km/h 245 km/h 210 km/h
Acceleration
0-100 km/h 3.3 secs 3.6 secs 3.4 secs
0-140 km/h 5.7 secs 5.7 secs 5.4 secs
0-200 km/h 13.8 secs 13.0 secs 12.0 secs
Acceleration
60-100 km/h 4.1 secs 3.2 secs 3.3 secs
100-140 km/h 4.5 secs 3.6 secs 3.0 secs
140-180 km/h 4.8 secs 4.5 secs 4.4 secs
Consumption
Highway/100km 4.6 litres / super 5.0 litres / super 4.6 litres / super
Range on highway 380 km 332 km 304 km

* Manufacturer’s specification; ** MOTORRAD measurements; ***Base model (60th Anniversary Version EUR 300 surcharge)

 

 

Power measurements

Cylinder capacity matters. There’s no doubting this old wisdom. The Yamaha XSR 900 is a good example of this. From its few more cubic centimetres, it conjures up performance curves on the dance floor of which the others can only dream. Whether torque or horsepower, the Yamaha at no point allows its supremacy to be disputed. Noteworthy: Although the exhaust has been cleaned up according to Euro 4, it loses no power to the factory specification and even easily outperforms this. That deserves respect. The MV Agusta Brutale 800 shows that this is not so easy under the now stricter exhaust emissions.

114 horses should trot to the top, but 108 showed up to the test bench. The Euro 3-purified MV Agusta Brutale 800 still had a measured 121 hp. So that’s a decrease of 13 hp. But it does not diminish the driving experience with the Brutale. With sheer ease, the Italian three-cylinder sweeps through the rev range, wants to rev and rev and rev. The other three do not have this much sporty spirit. The Ducati 821 Monster Stripe has the most sluggish performance at the very bottom, but from 4,000 rpm is almost constantly between the competitors. Quite noticeable with the L-twin from Bologna is the extra punch from 6,000 rpm, which once again provides for real fire in the two combustion chambers.

 

MOTORRAD points rating

Max. number of points Ducati Monster 821 Stripe MV Agusta Brutale 800 Yamaha XSR 900
Engine
Acceleration 40 29 34 35
Acceleration 40 29 27 29
Top speed 30 18 20 15
Engine characteristics 30 20 22 25
Response behaviour 20 13 13 15
Load change 20 14 12 13
Running smoothness 20 11 12 14
Clutch 10 7 6 8
Shifting 20 12 11 12
Gear graduation 10 9 9 9
Starting 10 6 8 9
Total 250 168 174 184

The Yamaha triple just rocks. It can do almost everything really well. The fact that it drops at the top speed is due to the limited maximum speed. In the fifth and sixth gears, the Yamaha XSR 900 no longer revs up. The MV Agusta Brutale 800 neatly masters this chapter, responding smoothly to the throttle commands. Only the clutch does not want to be controlled so nicely, plucking noticeably when starting sharply. The performance of the Ducati Monster 821 Stripe is also respectable. Sure, in terms of engine characteristics the L-twin does not reach the level of the three-cylinder. It needs a couple more revs to run good and true. But this can easily be summarised under character. If the Monster would now only start somewhat better after cold nights.

Engine winner: Yamaha XSR 900

Max. number of points Ducati Monster 821 Stripe MV Agusta Brutale 800 Yamaha XSR 900
Chassis
Handling 40 29 34 31
Stability in curves 40 28 26 24
Steering behaviour 40 28 28 27
Feedback 10 7 7 7
Inclined positions / ground clearance 20 19 19 17
Straight running stability 20 14 13 13
Front suspension tuning 20 12 11 11
Rear suspension tuning 20 13 12 12
Chassis adjustment options 10 5 6 4
Suspension comfort 10 5 4 6
Driving behaviour with passenger 20 14 10 12
Total 250 171 170 164

Stability wins. That’s confirmed by the Ducati. In cornering and straight-line stability, it collected the most points in its account. It also seems unfazed by a passenger. Another advantage of the Stripe version: Its fork is fully adjustable, unlike the normal Ducati Monster 821 Stripe. This gives it the necessary points cushion to win this category. For the MV Agusta Brutale 800 is close on its heals, scoring with its splendid handling, the also huge freedom to go into inclined positions and its fully adjustable front and rear chassis. The Yamaha XSR 900 only does well enough for third place. It has no highlights in this chapter.

Chassis winner: Ducati Monster 821 Stripe

Max. number of points Ducati Monster 821 Stripe MV Agusta Brutale 800 Yamaha XSR 900
Everyday
Driver ergonomics 40 25 28 29
Passenger ergonomics 20 8 6 4
Wind protection 20 1 0 0
View 20 11 11 13
Light 20 12 14 13
Equipment 30 14 11 16
Handling/maintenance 30 19 13 17
Luggage storage 10 2 1 1
Payload 10 4 4 2
Range 30 24 20 17
Workmanship 20 14 15 15
Total 250 134 129 127

And the Monster is out ahead again. It offers the best place for the passenger and, with its small lamp panel, it offers some wind protection in application. In addition: With the combination of the large tank and small consumption, the Ducati Monster 821 Stripe achieves the largest range. It is the last to have to go to the petrol pump. The Yamaha XSR 900 would be further forward with more tank volume, at least with a better passenger seat anyway. So it must be content with second place in the everyday chapter, where it very respectably defeats the Brutale.

Everyday winner: Ducati Monster 821 Stripe

Max. number of points Ducati Monster 821 Stripe MV Agusta Brutale 800 Yamaha XSR 900
Safety
Braking effect 40 32 32 31
Brake metering 30 27 24 26
Braking with passenger / fading 20 14 11 13
Righting moment when braking 10 6 7 7
ABS function 20 15 14 12
Kickback 20 12 11 12
Assistance systems 10 8 6 5
Total 150 114 105 106

It brakes, and with formidable effect, nearly perfect controllability and almost fading-free: We are talking about the Ducati Monster 821 Stripe. In addition, its ABS work the best, its assistance systems, such as the traction control, work reliably and safely. What is striking: Especially with ABS control behaviour, the Yamaha XSR 900 leaves the meter lie, controlling early and roughly. It can be done better. The MV Agusta Brutale 800 leaves better controlled brakes and less fading to be desired.

Safety winner: Ducati Monster 821 Stripe

Max. number of points Ducati Monster 821 Stripe MV Agusta Brutale 800 Yamaha XSR 900
Costs
Warranty 30 17 15 15
Consumption (countryside highway) 30 21 19 21
Inspection costs 20 18 9 15
Maintenance costs 20 9 9 9
Total 100 65 52 60

The inspection costs as the biggest difference: The Ducati Monster 821 Stripe only has to be serviced every 15,000 km. The Yamaha XSR 900 should go to the dealer every 10,000 km while the MV Agusta Brutale 800 has to go every 6,000 km.

Costs winner: Ducati Monster 821 Stripe

Max. number of points Ducati Monster 821 Stripe MV Agusta Brutale 800 Yamaha XSR 900
Overall ranking
Engine 250 168 174 184
Chassis 250 171 170 164
Everyday 250 134 129 127
Safety 150 114 105 106
Costs 100 65 52 60
Total number of points 1000 655 630 641

Even if the Yamaha XSR 900 only has an exclamation mark with the engine, it is a really good motorcycle for this course.

Price-performance winner: Yamaha XSR 900

 

MOTORRAD test result

Four chapter wins mean the overall title for the Ducati Monster 821 Stripe

1st Ducati Monster 821 Stripe

A clear success for the Ducati, four chapter victories do not lie. The Monster spoils with fine virtues. An important trump card: The chassis of the Ducati Monster 821 Stripe, which works better than that of the standard monster.

2nd Yamaha XSR 900

The Yamaha XSR 900 shines with its engine, buys in with the concept where a retro dress is put on a long-legged road chassis, but also a couple of disadvantages. But it is a great extension of the MT-09 modular design.

3rd MV Agusta Brutale 800

The MV Agusta Brutale 800 simply turns you on. Its engine is an ageing wrinkle smoothing source of joy despite its shrunken power and works as smoothly as ever. Only the costs provide for some new wrinkles on your face.

Article Categories:   Ducati Motorcycle Reviews MV Agusta Yamaha

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