Driving report MV Agusta Brutale 1078 RR

Posted on by admin

Menus

Driving report MV Agusta Brutale 1078 RR
Jahn

Driving report MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR

8th photos

Driving report MV Agusta Brutale 1078 RR
MV Agusta

1/8
MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR
MV Agusta

2/8
MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR
MV Agusta

3/8
MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR
MV Agusta

4/8
MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR
MV Agusta

5/8
MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR
MV Agusta

6/8
MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR
MV Agusta

7/8
MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR
MV Agusta

8/8
MV Agusta Brutale 1078 RR

Driving report MV Agusta Brutale 1078 RR

Brutal paradox

No other MV Agusta Brutale had as much displacement and power as the 154 hp 1078 RR. And no one has developed its power so contrary to its name? gentle and predictable.

What brutal means doesn’t have to be like that. This is what the 1078 RR shows when we dive into one of those green, rain-soaked tunnels that arise when a dense population of trees stretches across the street from its dripping branches. In long series of bends it goes downhill, the MV itself follows cautious steering movements, accelerates relatively gently, increases the output linearly to the speed of the in-line four-cylinder. This creates a rhythm and makes driving fun even in the rain.

"We worked hard on that," says head tester Marco Albizzati. "Presidente Castiglioni wanted more performance, but that would inevitably have brought about an aggressive characteristic. Finally we were able to convince him." It has come together enough, and the Brutale still looks anything but soft. Compact and short as it is, swiftly opening the throttle valves in the lower gears is sufficient to put them on the rear wheel at a speed. It’s nice that it doesn’t force you to drive like this all the time.

In contrast to the super sports car F4 1078, the Brutale with the same displacement has the cylinder head of the normal 1000 R. That means smaller valves made of steel instead of large ones made of titanium, slightly narrower ducts and matching smaller throttle valves. New camshafts ensure tame timing, the rest is "Mapping". So playing with ignition times and injection times in relation to load, speed, temperatures, air pressure and so on. An endless history of testing and programming that ties up a large part of the development capacities and therefore nobody likes to reveal the background.

Brutal chassis

The MV tester and tour guide prefers to talk about his philosophy of chassis tuning, which had to accommodate the engine characteristics, rather than about map secrets. The developers took the change to a new Marzocchi fork with now asymmetrically arranged damper elements as an opportunity to change the damping ?? especially in the low-speed range of the compression level ?? take back and adjust the shock absorber accordingly. What came out of it is still a long way from limp, but a finer response to small bumps creates more driving comfort. The steering behavior is getting closer and closer to the ideal of balance; Abrupt closing of the throttle valve or even braking in an inclined position led to significant wobbling movements around the steering axis in earlier Brutale versions, while the 1078 RR remained largely calm. It almost seems as if the wheelbase is longer and the steering head angle flatter than before. These options are currently being tested, but will probably only be used in future model years.

Perhaps one of the Brutale’s ergonomic weaknesses can then be remedied: The exhaust pipes rising from the front to the rear silencer on the right are always a little in the way of the driver’s right foot. I ask Marco about it while photographer Markus Jahn uses a half-hour rain break to take pictures of still lifes, and in a sudden change of subject, I immediately ask about the future of the company. He shrugs his shoulders, points to his boss and looks "his" Motorbike parading in the middle of the street. Diffuse light from an overcast sky gives the red-silver paintwork particularly rich colors. A sight of symbolic quality: Whatever happens to MV Agusta, the motorcycles with this name are good for intense experiences ?? in all possible ways.

Interview Claudio Castiglioni – MV Agusta will always exist

Bank debt, takeover rumors, disgruntled traders ?? MV Agusta is once again causing a stir on all fronts. MOTORRAD spoke to MV President Claudio Castiglioni about the current situation.


Gori

Claudio Castiglioni provides answers to MV Agusta.

Let’s start with the most pressing question: will MV Agusta still be around next year??
This is not a question. Of course. MV Agusta will always exist.

But everyone is talking about a crisis at MV, Italian newspapers speculate almost every day about investors or buyers, from funds to Indian manufacturers to Harley-Davidson. Is sold to MV Agusta?
No, these are all rumors. Of course I talk to a lot of people. A partner would come in handy, because then MV could grow quickly and I could take care of what I do best again: develop new motorcycles together with my friend Massimo Tamburini ?? namely those that take the motorcyclists’ breath away, like the Ducati 916 or the MV Agusta F4. There are people who have a lot more talent for finance and production than I do, I know that. And if one partner took care of that, everyone would benefit. However, we can go on alone. It’s more difficult, but better than getting speculators on board.

In the mid-1990s, you opened the TPG investment fund for your company, Ducati. Something like that doesn’t work for MV?
No, because the climate has changed. Back then, such funds were still keen to invest. Today they only follow one single principle: buy, squeeze, move on. You know this locust mentality from Germany. With such people, a company cannot grow, it can only shut down.

And a partner from the Italian motorcycle industry?
They all have to fight themselves. Italy is currently being sold abroad piece by piece, the economic situation is very fragile. We even sell our national airline Alitalia! In Germany that would be unthinkable for Lufthansa, but in Germany they do. If the Colosseum had wheels, it would certainly be abroad as well.

How is things going at MV at the moment? Many dealers say that they wait in vain for motorcycles ordered.
This applies above all to Brutale 1078, and here we admittedly misjudged the situation. Last year, 70 percent of our customers wanted the cheaper Brutale 910 S, only 30 percent wanted the more expensive R model, and that’s how we planned with the 1078. But now most customers want the expensive 1078, and we can’t just change the production schedule overnight. It always runs for six months, and the parts from the suppliers arrive accordingly. We can only react from September. It’s a shame, but it can’t be changed.

Why is this changed demand??
About the fact that the middle class is breaking away from us. There are fewer and fewer people who can afford a motorcycle for 15,000 or 16,000 euros. A few can and do better than that. It’s all well and good when we sell the more expensive models, but overall I find the development worrying.

How many motorcycles does MV?
That was 5,000 last year, and there will be just as many this year.

Will it stay with these numbers for the foreseeable future??
No. While everyone is wrenching their mouths over the MV crisis, we are preparing new models. You don’t develop new engines in a few days; it takes two, three or even four years. It’s true, however, that we made mistakes and lost time, so that’s where all this talk comes from.

Which mistake?
That was my fault. I don’t want to say more about that, at least not now.

What kind of new models are these?
We will take care of the 600 segment with a three-cylinder, and the planned single-cylinder will also allow young people who do not have that much money but are fascinated by the MV brand to enter. However, we won’t be showing the new models until the end of 2009.

What does that mean for the number of units?
In general, MV is good for 40,000 motorcycles. I even go so far as to say that we are the only European manufacturer that can really grow.

As the?
Because we’re the only ones who have real ideas ?? and the courage to implement them. Take a look around the market. Ducati is supposedly bringing a new Monster, but that’s just restyling. BMW has been riding the same idea for decades, the GS ?? successful, admittedly, but there is nothing really new. And it looks the same with everyone else. We don’t need to be surprised when the boys turn away from the motorcycle, because we don’t have any real fascination to offer at the moment.

You are now over 60, you have been in the industry for 30 years, you could lead a beautiful and, above all, peaceful life. Why don’t you do that?
Well, because I want to build fascinating motorcycles. The motorcycle industry is difficult, it demands a lot and you are rarely rewarded. But if you’ve caught fire, you can’t just put it out again, you just carry on ?? come what may.

The interview was conducted by MOTORRAD employee Eva Breutel

Technical data – MV Agusta Brutale 1078 RR

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four radially arranged valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter, alternator 650 W, battery 12 V / 9 Ah, hydraulically operated multi-disc oil bath clutch , Six-speed gearbox, O-ring chain, secondary ratio 41:15.

Bore x stroke 79 x 55 mm
Cubic capacity 1078 cm³
Compression ratio 13.1: 1
Rated output 113 kW (154 hp) at 10700 rpm
Max. Torque 117 Nm at 8100 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston Fixed calipers, rear disc brake, Ø 210 mm, four-piston fixed caliper.

Forged aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17

Dimensions + weights
Wheelbase 1410 mm, steering head angle 66.0 degrees, caster 102 mm, spring travel f / h 130/120 mm, dry weight 185 kg, tank capacity / reserve 19.0 / 4.0 liters.

Guarantee: two years
Service intervals: every 6000 km
Colors: black-anthracite, white-black, red-silver
Price: 18450 euros
Additional costs: 250 euros

Noticed

plus
+ Performance unfolds beautifully linearly
+ The chassis has become more comfortable
+ Processing first class
+ Extensive equipment, noble components

minus
– Delivery situation currently not available
– Price inevitably high

Leave a Reply

Your email address will not be published. Required fields are marked *