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?
- The three are appealing to the eyes. Foto: www.r-photography.info
- We’ll see whether the trio can also maintain its visual appeal under objective test conditions. Foto: www.r-photography.info
- Yamaha XSR 900, MV Agusta Brutale 800 and Ducati Monster 821 Stripe in the side-by-side test. Foto: www.r-photography.info
- Yamaha XSR 900, MV Agusta Brutale 800 and Ducati Monster 821 Stripe in the side-by-side test. Foto: www.r-photography.info
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.
- Yamaha XSR 900, MV Agusta Brutale 800 and Ducati Monster 821 Stripe in the side-by-side test. Foto: www.r-photography.info
- The design of the Ducati Monster 821 Stripe still follows the lines imagined by Miguel Angel Galluzzi. Foto: www.r-photography.info
- The Monster has been made in Bologna already since 1992. Foto: www.r-photography.info
- The rear of the Monster looks sleek. Foto: www.r-photography.info
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?
- Does not respond quite as cleanly at the bottom of the rev range. Foto: www.r-photography.info
- The Duc has the most stable chassis of the test. Foto: www.r-photography.info
- Ducati Monster 821 Stripe. Foto: www.r-photography.info
- The fork is fully adjustable, the chain tensioner looks cheap. Foto: www.r-photography.info
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. Foto: www.r-photography.info
- The tank of the Ducati Monster 821 Stripe holds a good 17.5 litres. Foto: www.r-photography.info
- The Monster cockpit also collects a lot of information. The rpm’s as a bar and speed as a number are the focus. Foto: www.r-photography.info
- Ducati Monster 821 Stripe. Foto: www.r-photography.info
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.
- Showing their best side, put in the limelight by the sun. Foto: www.r-photography.info
- The layout of the airy, lightweight designed rear does not suggest that there is even space in the second row. Foto: www.r-photography.info
- With 117 hp now after the Euro 4 homologation, the triple still has 9 hp less than last year. The Brutale, however, has not lost any of its liveliness. Foto: www.r-photography.info
- Art for the rear rider: the rear. Foto: www.r-photography.info
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.
- Art for the eye: the attachment of the rests. Foto: www.r-photography.info
- MV Agusta Brutale 800. Foto: www.r-photography.info
- MV Agusta Brutale 800. Foto: www.r-photography.info
- MV Agusta Brutale 800. Foto: www.r-photography.info
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.
- MV Agusta Brutale 800. Foto: www.r-photography.info
- MV Agusta Brutale 800. Foto: www.r-photography.info
- Small, stylish and with good clarity: the MV cockpit. Its fork can be completely adjusted. Foto: www.r-photography.info
- MV Agusta Brutale 800. Foto: www.r-photography.info
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 |
- Yamaha XSR 900, MV Agusta Brutale 800 and Ducati Monster 821 Stripe in the side-by-side test. Foto: www.r-photography.info
- Yamaha XSR 900, MV Agusta Brutale 800 and Ducati Monster 821 Stripe in the side-by-side test. Foto: www.r-photography.info
- The Yamaha XSR 900 builds on the current MT-09. Foto: www.r-photography.info
- The three-cylinder sends 113 hp at 10,000 rpm to the rear wheel according to the data sheet. Foto: www.r-photography.info
* 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.
- The LED tail light seems somewhat insincere. Foto: www.r-photography.info
- The seams on the seat are exquisite. Foto: www.r-photography.info
- Exemplary power delivery: it pushes well at the bottom, is powerful in the middle and emphatically pushes at the top. Foto: www.r-photography.info
- The short stub exhaust pops through under the banana-shaped swingarm. Foto: www.r-photography.info
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
- Yamaha XSR 900. Foto: www.r-photography.info
- 298 mm large discs have a nice effect and good controllability, provided the ABS does not take over and screw up the turn-in point. Foto: www.r-photography.info
- Yamaha XSR 900. Foto: www.r-photography.info
- Little space, lots of function: That’s what the cockpit of the XSR 900 offers. Its fork can be adjustable in the spring base and in the tension level Foto: www.r-photography.info
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.
- The tank holds 14 litres. Foto: www.r-photography.info
- The 60th Anniversary Version proudly shows the racing block colour pattern of the tuning fork brand. Foto: www.r-photography.info
- The drive has good manners across all three driving modes. Foto: www.r-photography.info
- Three motorcycles for the heart and mind. Foto: www.r-photography.info