Driving report: MV Agusta Brutale 1090 RR and 990 R


Driving report: MV Agusta Brutale 1090 RR and 990 R
MV Agusta

Driving report MV Agusta Brutale 1090 RR and 990 R (2009)

Small design evolution, big technical changes

Content of

Brutale 989 and 1078 become Brutale 990 and 1090. Sounds like little more than cosmetics. But names are known to be nothing but smoke and mirrors.

You have to look very carefully to see the differences between the B.The rutal 990 R and the 1090 RR can be seen neatly lined up in the Misano paddock. And even the changes to the predecessors are at best noticeable at second glance. With the Brutale, MV has done what Porsche has demonstrated with the 911: careful evolution in the design, even if the technical changes are far-reaching. Because the Brutale are, despite the first impression, completely new designs. It starts with the breathtakingly clean welded frame with 0.5 degrees flatter steering head, which extends the trail a little. Affects the 20 millimeter longer, yet 1.2 kilogram lighter swing arm together with the deflection and spring elements, the ergonomically improved bench. And of course the engines including the mixture preparation.


The two-tone paintwork is reserved for the 1090 RR.

The lubrication system has been completely revised and a balance shaft is used for the first time. The 1090 RR took over the bore (79 mm), stroke (55 mm) and thus displacement (1078 cm³) from its predecessor and is therefore actually a 1078. But while large and small Brutals previously had the bore in common, which is why the engines were built differently , both now share the hub. In other words, the little one was long-stroke and increased its displacement from 982 to 998 cm³ thanks to its 76 mm bore.


Dark indicator lights, steering damper below the handlebar clamp blocks.

This brings the two closer together. Because the eight-stage traction control and two different mappings (Sport and Rain, the latter with full power, but with a flatter rise in the power curve) both have. Are the differences only limited to the equipment? Two-tone paintwork, forged wheels, adjustable notches, fully adjustable shock absorber and monobloc brakes with 320 discs (990: 310) are reserved for the 1090 RR. The standard steering damper can still be retrofitted to the 990. And at least the cast wheels of the little ones were lightened by 800 grams at the front and 400 grams at the rear.

The first contact on the winding streets along the Adriatic quickly shows that the differences between the two are greater. Even from low altitudes, the 1090 RR pushes forward powerfully, always ready for a wheelie, if need be up to third gear of the smooth and precise transmission.


Notches in rubber, adjustable on the 1090 RR.

The overhaul of the gas factory has also had an impact. The throttle response is now much finer, albeit with a certain residual hardness. Harshness was also a reproach that affected the previous chassis. Checked off. The new set-up now absorbs bumps very well without slipping into the spongy. And the monobloc stoppers grip with monumental force. Almost too snappy for the sometimes very slippery streets. Here the 990 comes across as more flattering: not quite as snappy brakes, a touch of smoother throttle response and pleasantly even and powerful power. In addition, it masters the side streets a bit more balanced than the more tightly tuned 1090 RR.

The defused chassis geometry has taken the nervousness away from handling, but has left the fabulous lightness and added excellent neutrality. So cornering is still a pleasure with both of them, also thanks to the longer, more comfortable seat.

On the racetrack, however, the picture changes, with the 1090 clearly in the foreground. Your four-cylinder pushes like hell, pushing forward more energetically than that of the 990s, even at high altitudes. In terms of performance, this is also well tightened, but its wide usable speed range is helpful. But the softer chassis setup doesn’t allow the stability and precision with which the 1090 RR pops through corners. And their brakes do the racing job well, but they require a lot of hand strength. Sovereign monobloc brakes and a finely acting slip clutch make the 1090 RR the boss in the braking zone. And at the exit of the bend, the unobtrusive traction control prevents too much arrogance, which in turn unites both.


More comfortable, with more refined manners, still wonderfully handy and superbly processed: The Brutale has blossomed. The 990 R is an excellent partner for enjoyable cornering. But if you like to let it rip, you will probably go for the 1090 RR.

Technical data Brutale 1090 RR (990 R)


The balance shaft, driven directly by the crankshaft, sits in front of the third cylinder.

Four-cylinder in-line engine, 4 valves arranged radially / cylinder, 106 kW / 144 PS (102/139) at 10600 / min, 115 (106) Nm at 800 / min, 1078 (998) cm³, bore / stroke: 79.0 ( 76.0) / 55.0 mm, compression: 13.0: 1, ignition / injection system, 46 mm throttle valves, mechanically operated multi-plate oil bath clutch

Landing gear:
Steel tubular frame with cast aluminum mountings, steering head angle: 65.0 degrees, caster: 103.5 mm, wheelbase: 1438 mm, inner fork tube diameter: 50 mm, spring travel from / h .: 130/120

Wheels and brakes:
Forged light alloy wheels (cast wheels), 3. 50 x 17 “/6.00 x 17”, front tires: 120/70 ZR 17, rear: 190/55 ZR 17, 320 (310 -) – mm double disc brakes with radially attached four-piston Fixed calipers at the front, 210 mm single disc brakes with four-piston fixed calipers at the rear

Weight (dry):
180 kg *, tank capacity: 23.0 liters Super (of which reserve: n / a)

Base price:
approx. 18500 (15500) Euro (plus utilities)

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