Driving report MV Agusta Brutale 1080

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Driving report MV Agusta Brutale 1080
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Driving report MV Agusta Brutale 1080

Nomen est omen

Finally a Brutale has caught up with its name: With a displacement of 1080 cm³ it tears up like none before it. And it opens up an exciting perspective.

This 1080 brutal is dazzling and multilayered like a richly faceted gemstone? and is just as precious. At first glance, it seems to be the big-boy toy of an enthusiastic, well-heeled fan who has collected everything in fine parts that the exclusive brand’s accessories catalog has to offer. Another perspective creates the fact that this fan is the managing director of MV-Germany. And that he built his precious piece largely himself. Anyone who also knows that MV’s top engine developer, Andrea Goggi, worked with the assembly of the engine and that chief developer Massimo Tamburini contributed a longer swing arm that only exists in a few examples, can also recognize the development prototype in it. What a nice alternative to the other handicraft booths covered with tape.

Luxury toy, model for precious parts, business card, test motorcycle ?? and how about driving? In principle good. The B.rutale 1080 is instantly more than the sum of its parts. The engine starts to work spontaneously, and you can pull away at the lowest possible speeds without any clutch acrobatics. Because of the loud racing exhaust system, the tester was only able to drive on the big Hockenheimring circuit; the warm-up laps served as a substitute for country roads. You spontaneously take over the driver for the large-volume four-cylinder, which pulls powerfully and calmly from the corners. When you accelerate in the lower speed range and rev it up moderately, the engine moves in the comfort zone, creates smooth load changes and willingly obeys the throttle commands. The pilot only needs a little imagination to project this performance onto his favorite curve road and recognizes the difference to the 910 or even 750 Brutale without a direct comparison. He is not constantly incited to high speeds, but operated naturally with a lot of pulling power. In the torque peak, the 1080 should reach 128 Nm at only 7500 revolutions.

But that is the region in which the brutal becomes one with their name. At the exit of the annoyingly tight hairpin or two bends later when accelerating out of a sloping left bend in Hockenheim, careful opening of the throttle valve is required, otherwise the MV will suddenly switch to the rear wheel. You can understand why MV President Claudio Castiglioni has so far defended himself against large-volume brutality. Because of the short wheelbase, on bumpy roads possibly supported by hilltops or inconveniently ticked bumps, such a device can easily drive away from under your butt. And the limit range for the powerful 1080 punch is not always as high as on this warm day, where you could reach heartily with super sports racing tires on grippy asphalt.

With increasing engine speed and higher engine temperatures, the four-cylinder reveals what it is still missing: a proper set-up for the upper range. It doesn’t matter that the 910 Brutale’s tame camshafts prevent it from turning out as brilliantly as a 1000 F4 engine. What the 1080 to 10000 revs offers is already impressive. But the load changes, the transitions from pushing to pulling, which are often carried out in a fully inclined position, are delayed and therefore too violent in the end. Sounds contradicting itself, but it’s true. Whoever pulls up the gas doesn’t just want to be fast, but also expects an accompanying shift of weight to the rear, which stabilizes cornering. If the power is not used, the driver involuntarily turns on and on ?? until the unit suddenly cracks and things get really exciting with grip and the remaining track width.

However, apart from their exclusivity, this is the only drawback of the great brutals. The chassis components ?? longer swing arm, fork inserts from Jorg Teuchert’s IDM Superbike and a shock absorber that can be adjusted in all stages and areas ?? harmonize well. Despite the wheelbase being extended by the swing arm, the machine turns easily; it feels well balanced down to the deep slopes. The typical stirring movements when taking the accelerator away from an inclined position, often reinforced by bumps in the road, only appeared in a milder form. The gemstone proves to be a motorcycle that MOTORRAD, as an exception, does not recommend to potential buyers, but rather to the manufacturer itself. For the series.

Technical data – MV Agusta Brutale 1080

Data

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per
Cylinder, bucket tappet, wet sump lubrication, injection, Ø 46 mm, unregulated-
ter catalytic converter, alternator 650 W,
Battery 12 V / 9 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 79.0 x 55.0 mm
Cubic capacity 1080 cm3
Compression ratio 14.0: 1

rated capacity
124 kW (169 hp) at 10500 rpm

Max. Torque 128 Nm at 7500 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
mass and weight
Wheelbase 1434 mm, steering head angle
66.0 degrees, caster 102 mm, spring travel f / r 118/120 mm, seat height 805 mm,
Dry weight 168 kg, tank capacity 19.0 liters.

Colors blue / red / white

Price around 50,000 euros

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