Driving report MV Agusta Brutale 910 S

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Driving report MV Agusta Brutale 910 S
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Driving report MV Agusta Brutale 910 S

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So far, most of the other kings have been in the ring. Because the MV Brutale 750 seemed a little underpowered compared to the competition. With the new 910 it should be different. Completely different.

D.he ignition key bears the traditional MV emblem in gold. It lies shimmering in the hand. Is gently in the middle between the tank
and handlebar positioned lock guided. Slight rotation. The pointer of the new
designed tachometer arrows over
the scaling, briefly flickers 299 km / h on the digital speedometer. All right, Mausekino checked. Press the start button.
A hurricane from an air gasoline-
Mix roars in exactly 909.1 cm3 displacement, is compressed and roars from the two stainless steel rear silencers. The gear wheels of the first gear mesh with each other noisily, a quick glance over the shoulder, rapid threading into the traffic. And tear open the throat. The brutals’ lust for life is revealed in the first few meters. Goodbye dragging clutch. Goodbye great characteristics. Powerful and
Accompanied by a sonorous roar from the airbox, the new engine pushes out of the speed range and delights the driver with around 80 Nm at 4000 rpm.
The 750 serves about in this area
30 Nm less.
And so it goes on: Opposite
her little sister always pumps the 910 between up to around 9000 tours
20 and 30 Nm more on the bike. The performance of the big Brutale is also permanently between 20 and 10000 rpm
30 hp over that of the 750. The techni-
kern from Varese did not go first
Line around a massive increase in
Top performance. Since the values ​​of the two naked men with 126 hp at 12000 / min (750) and 136 at 11000 / min (910) are quite close to each other. It was about pressure. Or in Star Wars jargon: May the Force be with you.
She is it. In such a way that some people could get scared. Not the one who tears up the shower anyway and provokes maximum action. No, the person is helped. That round
A bullet weighing 210 kilograms is placed on the rear wheel on command. However, and this is the crux of the matter, maximum heroes then also have slight problems. Because the Brutale 910 is not as sensitive to the gas in the first third of the speed as one is used to from some injecting competition. The throttle response is somewhat delayed and designed by Keh-
Driving is just as difficult for less talented people as is skillful balancing on the rear wheel. At least this is how the pre-production model that MOTORRAD could drive presented itself. It will be interesting to see how the series tuning turns out.
But back to normal. The guy who gets the tailcoat if he accidentally pulls the throttle open properly. Driving the Brutal 910 S is not for people who find the meaning of life in exploring the landscape, carrying a topcase or collecting stickers. This bike is filled with boiling hot oil at the factory, with sticky tires ?? Michelin Pilot Power ?? and almost
unlimited freedom of inclination has been provided. Under a nice mask
Jack the Ripper lurks. From 4000 tours
racing genes dominate. Little momentum-
mass, lightning-fast revving, fight-
scream from the airbox. In short: the four-
cylinder wants to be in spite of increased displacement
and thicker biceps turn the soul out of the case. Why?
Let’s take a closer look: The
Brutale 910 is not “just” a drilled 750 or a slimmed-down 1000. The 1000 engine would not have fit into the ultra-compact tubular space frame of the Brutale anyway. No, the 909.1 cm3 result from a bore that has been enlarged by 2.2 to 76 millimeters and one by 6.3 millimeters to 50.1 millimeters
increased stroke. In its dimensions
is the new engine with the 750
practically identical and even 2637 grams lighter. Especially the
rotating masses have been reduced. So
the crankshaft, connecting rods, pistons, gears, clutch and oil pump gear are lighter than their little sister. In addition, there is one that is slimmed down by 750 grams
Starter, which is also used in the thousands.
So power through revving. And this is now being transmitted more effectively, especially on third-order country roads. The rock-hard, reluctant response of the spring elements, as we know it from the 750, is significantly reduced. The mighty 50s upside-down fork from Marzocchi and the Sachs strut are identical to those in the 750s, but work with a completely different set-up. And it’s not just good for the intervertebral disc. It inspires trust, because the feedback is better than before. The Brutale winds smoothly and nimbly through tight turns, largely sticks away potholes, does not fidget and does not seem nervous. She seems married to the racing line. The front wheel now rolls on a 120/70 instead of 120/65 tire. The translation of the second gear as well as the primary and secondary transmission have been changed and adapted to the increased brutal. 257 factory specified maximum speed for a naked bike is one word. It is also gratifying that it will be in German shop windows from mid-June 2005.
In the end, there remains a sad prognosis: With the appearance of the 910, which at 15,490 euros only about 500 euros
the selling price of the 750 should be, the little brutal is likely to be completely out of the offer sooner or later-
list is deleted because the more brutal Brutale not only provides more flavor or drives more homogeneously. you
also offers cleverer features such as an adjustable footrest system or a construction that allows chain sets or sprockets to be changed without removing the wheel. And according to MV it should consume significantly less than the very thirsty 750.
But what does that ultimately matter? Lover
claim: The Brutale could as well
good with only 20 hp on solid rubber tires
roll. It would still be sold. Because riding a motorcycle is sensual. And the Brutale is a huge feast for the eyes.
Here someone designed a wedding dress. While others in distant Japan
place the PS joker and hit the H & Trust M Mesh.

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Driving report MV Agusta Brutale 910 S

Driving report MV Agusta Brutale 910 S
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