Driving report: MV Agusta Brutale 990 R, 1090 RR


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

Driving report, MV Agusta Brutale 1090 RR, MV Agusta Brutale 990 R.

MV Agusta Brutale 990 R, 1090 RR

Completely new, actually completely the old ones, and yet somehow different. Brutal 990 R and 1090 RR replace the 989 R and 1078 RR. Just old wine in new bottles or real novelties?

Doubts seem appropriate. MV Agusta asserts that 85 percent of all components are in the B.rutal 990 R and 1090 RR new. But at first glance, only the design seems to be a bit fresher.

The bench is a little longer, the rear has been redrawn, which makes it appear a little more stretched. Then a second look, ah, the instruments, also new: the headlights and mirrors with LED indicators. The mesh frame is also completely new. "Saldato a mano", is proud of it, hand-welded. And truly, the welds are of exquisite quality.


The new engine block with the balance shaft in front of the crankshaft.

Look, the engine, now all in black, has a noticeably deep drawn oil pan that integrates the oil filter on the inside and, together with the revised lubrication system, should guarantee a stable oil supply under all circumstances. It’s getting interesting, because the engine is a new design, now with a balance shaft. And while the 1090 took over the bore / stroke ratio of 79.0 to 55.0 millimeters from the 1078, the 990 now also works with a 55 millimeter stroke (989: 50 mm).

Now it’s time to get down to business. The injection bridge now comes from Mikuni, a Marelli computer is still responsible for the control, which in addition to two mappings ("Sports" with full power and "Rain", also maximum performance, but with a flatter rise in the performance curve) also contains eight-stage traction control. With the new gas factory, the hard throttle response, a permanent point of criticism of previous brutals, should be shelved.


As usual: plenty of lean angle. The fact that the peak performance is now given slightly lower for the 990 and 1090 does not really matter.

In addition, the swing arm has been lightened by a good 1.2 kilograms and still lengthened by 20 millimeters, which, together with the flatter steering head (65 degrees, 1078: 64.5 degrees), extends the wheelbase by 28 to 1438 millimeters. The buttocks are pleased to note the more space on the bench, which actually gives your pilot significantly more freedom of movement. When the starter is pressed, the 990s and 1090s are immediately on the spot.

But only the big one mixes this mechanical scraping and archaic rattle in the well-muffled exhaust sound. Gentle thrusts of gas bring the two up to temperature with a subtle hiss. Only when the first gear is engaged does the key change, the flap in the exhaust is activated, which kept the noise level low when idling.

Anyone who feared that the chassis changes would take away the ease of handling the Brutale can lean back and relax. The agility of the predecessor, almost bordering on nervousness, has given way to a pleasant looseness when turning corners. Both the 990s and 1090s can be directed along the winding side streets completely calmly and effortlessly.


Both of them benefit from a lighter swing arm with a lighter rear wheel mount and a new shock absorber.

The cast wheels of the little ones have become 800 grams lighter at the front and 400 grams at the rear and thus come very close to the big ones equipped with forged wheels. And although the streets come up with sometimes considerable waves and patches, both master second-class surfaces in an extremely neutral manner and without any noteworthy tendency to tilt.

Even more, the suspension comfort, not exactly a strength of previous brutals, has clearly gained. The revised spring elements together with the deflection are effective. Without hardness, but also not softened, they carefully scan the furrowed asphalt. The 990 even looks a bit more homogeneous and more finely balanced than the slightly more tightly tuned 1090. She liked on the sometimes quite slippery streets with predictable but not poisonous gripping brakes, as well as a little smoother throttle response around the bottom and above all a wide speed range with powerful, even power delivery.


Only the 1090 RR has the shock absorber with adjustable high and low speed compression (picture) and the adjustable pegs mounted in rubber.

If you are looking for a special kick, the recommendation is 1090 RR. Enormously snappy monobloc brake calipers with 320 mm brake discs (990 R: 310 mm discs) and a motor that goes off like hell in medium positions. More demanding than the 990 R, powerful, impetuous, grateful for every opportunity to do a wheelie. Vibrations are well damped except for a range of around 6000 rpm. Annoying, however, with both: the too dark, barely recognizable control lights.


Like forged wheels and monobloc brakes, the two-tone paintwork remains a privilege of the 1090 RR. The processing of both is great.

The 1090 RR showed that it was the right choice for the tough pace, especially when it came to the Misano race track. The bite and stability of its brakes are good even for this terrain, where the stoppers of the 990 R only play second fiddle. And while heavily torn alternating curves clearly brought movement into the Pirelli-tyred 990 chassis, the Dunlop-soled 1090 RR was of a completely different caliber. Much more stable it pounded through the fast passages, stabbed the brutally fast right bend of the tightening triple right with noticeably more precision, stable on the brake, without moment of standing, precise when turning and witty when wheeling out.

In addition, the traction control, which intervenes in the injection quantity and ignition timing when the engine speed rises too quickly, kept the rear wheel in check with gentle control processes when accelerating. In the event of violent braking attacks, this is done by a properly operating slip clutch. The topic of throttle response has not yet been solved perfectly, which is evidenced by a noticeable jolt when applying the gas, especially in slow passages. But it always manages this much better than with its predecessor.

The 990 R is a stimulating and stress-free companion for a leisurely excursion over winding streets. If you want something a little more hearty, you can flirt with the more robust 1090 RR. The extravagant dress, loving details and a workmanship corresponding to the nimbus both offer. As usual and yet brand new.

Technical specifications


MV Agusta Brutale 1090 RR

MV Agusta Brutale 1090 RR (990 R)

Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, 0 46 mm, regulated catalytic converter, 350 W alternator, 12 V / 9 Ah battery, hydraulically operated multi-disc oil bath clutch, Six-speed gearbox, O-ring chain, secondary ratio 41:15.

Bore x stroke 79.0 x 55.0 (76.0 x 55.0) mm
Displacement 1078 (998) cc
Compression ratio 13.0: 1
rated capacity 106.0 kW / 144 PS (102 kW / 139 PS) at 10600 rpm
Max. Torque 115 (106) Nm at 8000 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, 0 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 (adjustable spring base and rebound damping), double disc brake at the front, 0 320 (310) mm, four-piston fixed callipers, rear disc brake, 0 210 mm, four-piston fixed callipers.

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

Dimensions + weights
Wheelbase 1438 mm, steering head angle 65.0 degrees, caster 103.5 mm, suspension travel f / h 130/120 mm, seat height 830 mm, dry weight 180 kg, tank capacity 23.0 liters.

guarantee two years
Colours Red / silver, black / white (red, black)
Price plus additional costs approx 18500 (15500) euros



power sufficient (990) to foaming over (1090) and easy to dose
Suspension comfort Suitable for side streets
processing at a very high level
equipment from tuning kit to luggage system


Rebound adjustment difficult to reach on the shock absorber
Indicator lights Hard to see, especially in direct sunlight
Footrests not very handy

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