MV Agusta Brutale 675 in the test

MV Agusta Brutale 675 test

Radical naked bike from Italy in the test

Anyone who has only associated bread-and-butter bikes with the middle class has to rethink. MV Agusta is sending a real thoroughbred into the race with the Brutale 675.

There’s a turmoil among the undisguised mid-range bikes, and up until now the hustle and bustle there has been rather leisurely, the roles clearly divided. The Japanese manufacturers all relied on four-cylinder, which were derived from former sports engines, the Triumph Street Triple with its three-cylinder took on the role of the exotic and at the same time the top dog. No sensational news was in sight. After all, manufacturers pay particular attention to price, especially in this segment.

And now with the MV Agusta Brutale 675, a classy beauty with bewitching lines, Italian flair and smoky three-cylinder timbre bursts into the contemplative scene. And that at the competitive price of 8,990 euros.

The fact that its short-stroke three-cylinder is said to be the most powerful in its class and is peppered with technical finesse from the cassette transmission to four different driving modes to traction control and electronic throttle, the ride-by-wire, doesn ‘t make things any better for the competition.

It stands there sinewy and wiry. Not a gram of fat, 185 kilograms reported the editorial scales. With a full 16.6 liter tank. Absolute best value in its class. And despite the aggressive price, it doesn’t look cheap. Stainless steel exhaust system, single-sided swing arm, brushed aluminum covers nestle around the cooler flanks. That can be seen. Especially since the unbelievably compact three-cylinder cuts a fine figure when exposed.

The Italians have a very special knack for shapes and aesthetics. And the little Brutale is no exception, but fits seamlessly into the Brutale family. On the other hand, however, she cannot deny her relationship to the sporty sister F3. That set the record in handling in the supersport segment. And also the brutal starts like the fire department. After the first few corners it is clear that there has never been anything so agile in this class.

D.The term “light-footed” takes on a whole new meaning here. As if she could read minds, the brutal slides into a slanting position, effortlessly zapping from left to right. No matter at what speed. Hairpin bends, tight curves, it doesn’t matter, the MV takes it as it comes. Course corrections succeed with astonishing ease.

MV Agusta Brutale 675 test

Radical naked bike from Italy in the test

Brutale 675 their rider much more into the motorcycle.

In addition to the low weight, the handling-hungry chassis geometry with a record-breaking short wheelbase (1380 mm), a steep steering head angle (66 degrees) and very short caster (95 mm) really make it legs. So conditioned to devour curves, the Brutale zooms like a ricochet through the thicket of curves when necessary. And it doesn’t even have light forged wheels.

The MV converts the smallest steering impulse into a change of direction. The other side of the coin: It really implements every tiny steering input immediately. So even when you pull something on the handlebars in an inclined position we bumps. Which, on the other hand, makes the MV almost over-motivated and a bit wobbly in large inclines. The fiery beauty almost becomes a nervous thoroughbred. It therefore wants to be guided in an inclined position by a light but concentrated hand. Amazingly, the Brutale drives with a pillion passenger, who, by the way, sits better than you might think given the tight upholstery, even more neutral and relaxed. Apparently, the sprung rear defuses the sharp steering geometry.

No unnecessary frills, successful proportions, low weight – the Brutale 675 is a pure driving machine.

But not only the chassis is exhilaratingly lively and agile. The engine proves to be an adequate play partner. It comes from the F3 Supersport rocket, but was tamed in terms of power and torque for its use in the Brutale.

Of course, he basically remained true to his speed-hungry nature. Which is not really surprising in view of the structural conditions with a huge bore and short stroke.

But unlike the F3, the Brutale can set a small highlight in terms of pulling power despite measured 108 hp – a top value in its class. This is made possible on the one hand by the slightly increased torque, but above all by the short overall ratio. In the best Brutale family tradition, the little one pulls through properly and turns up really light-footed. You can easily master serpentines with it.

But the real fire in the hut is when the LCD bar of the difficult-to-read rev counter exceeds the 7 mark. Then the brutal rushes forward as if stung by a tarantula. So vehemently that in first gear the front wheel easily jerks up.

And how the three-cylinder sounds! His grating voice, which he displays at lower revs, turns into a hoarse hiss, mixed with an aggressive roar from the airbox. Not vulgarly loud, but intense, wonderful. Even if the balance shaft is far from being able to completely eliminate all vibrations. After all, the Brutale engine doesn’t grind or rattle, as the F3 did in the top test, but runs mechanically smoothly. Nonetheless, he’s more of a rough character than a softened character. The shift travel is a bit long, but the gear changes are safe. Actually, the triplet would be a lively, entertaining drive on country roads. But as with the F3, the ride-by-wire throws a small blip on the bill.

The electronics have four mappings ready. One in which you can set all parameters such as response behavior, engine braking, power delivery yourself. As well as the rain, normal and sport modes. You can keep your fingers off the rain mode. The power delivery is slow and the response of the engine jerky at low speeds. "Normal" provides full power, but with delayed response.

"Sport"turned out to be the best. Even if the computer sometimes delays the gas commands and implements them quite idiosyncratically. So the question must be asked whether, at least for this type of motorcycle, two conventional throttle cables would not be the better and cheaper choice.

As the engine speed increases, the throttle grip and throttle valve get along better and from 7000 rpm, the three-cylinder then really hangs on the gas. Then the racing engine breaks out of it, challenges the driver, spurs him on, pure adrenaline. Of course, the brutal can also be moved moderately, but it is not difficult to succumb to the fiery temperament of the brutal and give it the spurs. And is pleased to note: The splendid handling is retained up to high speed regions. And the suspension set-up allows a fairly rapid pace, especially on flat asphalt. Tea braking system is always up to the required dynamics. The stoppers grip snappy when the lever is pulled lightly. A pleasure for two-finger brakes, but should be used with caution in frightful situations. An ABS is not expected to be available until 2013. Even so, the brake is prepared for increased speed, but you should only use the rear brake sporadically during hard braking maneuvers. Because the front-heavy weight distribution tends to punch the rear wheel early on. In addition, the MV, chased over humps, warns with twitching handlebars for moderation. And for very jagged lean changes, the last bit of feedback is missing from the front. But that is forgivable, because as I said, for a high speed and thus for most occasions, the chassis qualities are easily sufficient.

The MV Agusta Brutale 675 – a classy beauty from the middle class for cornering.

The only average suspension comfort weighs heavier in everyday life. The fork still cuts a fine figure despite the underdamped rebound stage. Their moderate response is primarily annoying on transverse joints on the motorway. The shock absorber, on the other hand, requires the pilot to be able to take on. It cushions long bumps well. Short impacts, however, penetrate the driver almost unfiltered. A slightly softer spring and more compression damping could perhaps help.

Nothing can be adjusted on the spring elements apart from the preload on the shock absorber. Here you can see, as in some casually laid cable connections or the cheap clutch lever, that the red pencil must have been particularly sharp to make this competitive price possible. That being said, the petite beauty is far from cheap. And its potential for fascination is hard to beat in this class.

A yellow lamp flares up in the cockpit, the fuel is running low, time to refuel. 5.2 liters consumption despite a light gas hand and a range of 319 kilometers are not records, but are okay. On the other hand, after a few hours on the thin seat pad, your butt will be happy to have some rest. Dark clouds are forming threateningly in the sky, now it has to be quick. Up on the highway. Enjoy again how greedily the brutal tears through the rev range, gear by gear. At 222 km / h it’s over, because the limiter gently intercepts the MV.

A short shower slows the pace, but the pillion seat and the driver’s back get a lot from the spray from the rear wheel. Obviously, a filigree, tidy rear and a proper splash guard are not easy to bring together. Extended vacation tours in wind and weather are not one of their core competencies.

But the MV doesn’t want that either. Aesthetics and driving dynamics, the stimulating Sunday morning tour are very much against it. And then it warms the heart when you look at it. Even if it’s not perfect yet. The technicians still have to fix that. It is already a welcome addition to the middle class.

MOTORCYCLE points evaluation / conclusion

With the Brutale you could drive yourself into a frenzy of curves. But it is also fun to look at them while standing.

Despite the delayed response, the three-cylinder’s pulling power is impressive. They would be even better with a more direct throttle response, as would the acceleration. So the response spoils the engine rating. Despite the balance shaft, the engine has a robust charm, which goes well with its rough voice. After the cold start, the idle speed fluctuates and the throttle response does not work properly for the first few hundred meters. The short gear ratio benefits the pulling power, but lets the brutal run into the limiter at top speed.

landing gear
In terms of handiness, the Brutale opens up a new dimension in its class. However, it reacts almost too sensitively to steering impulses in an inclined position. The chassis geometry, which is very much geared towards handling, is accompanied by compromises when it comes to straight-line stability at high speeds, as unrest can easily get into the chassis. The fact that the MV loses suspension comfort in spite of the neatly designed workstation is primarily due to its stubborn suspension strut. On the other hand, she is very well mannered with a pillion passenger. The freedom of inclination is gigantic.

everyday life
You wouldn’t trust this delicate motorcycle to do that: the position of the handlebars, pegs and seat is so well chosen that riders of all sizes will feel at home straight away. However, because of the sparse seat pad, your buttocks hurt after a good three hours in the saddle. The processing of the MV is really impressive, apart from the little things. It looks anything but cheap. The fact that luggage storage is not one of their strong points is a given. The small tank does not allow too long a range, but around 300 kilometers are okay.

The brakes, which unfortunately still have to get by without ABS, are of a powerful nature. But their poisonous bite costs points in terms of dosability. On the other hand, the righting moment when braking is not a problem in an inclined position. But short, light and stiff as it is, she twitches the handlebars over the hump.

If the cost price for the Brutale is still quite cheap, it is less maintenance. If consumption is still okay, the high inspection costs in particular cloud the balance sheet.

 Max points  MV Agusta Brutal 675
engine  250  169
landing gear  250  165
everyday life  250  132
security  150  91
costs  100  51 Overall rating  1000  608 Price-performance note  1.0  2.0

The brutal is a sculpture. Something like that was missing in the middle class. It is as stimulating as a double espresso, and driving it is an intense experience. The handling is breathtaking, the engine has a fiery nature. But the coordination of the spring elements and especially the ride-by-wire need to be further improved. Then the fun with her would be unclouded. And the brutal at a bearable price almost a small sensation.

Technical data / noticed

The deeply built-in oil pan indicates that the engine was designed for racing use, exhaust gas disposal via stainless steel manifolds.

Water-cooled three-cylinder four-stroke in-line engine, a balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 47 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 43:16.
Bore x stroke 79.0 x 45.9 mm
Cubic capacity 675 cm³
Compression ratio 12.1: 1
Rated output 80.9 kW (110 hp) at 12600 rpm
Max. Torque
64 Nm at 8600 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 43 mm, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 320 mm, four -piston fixed callipers, disc brake at the rear, Ø 220 mm, Two-piston fixed caliper, traction control.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Angel ST tires tested

Dimensions + weight
Wheelbase 1380 mm, steering head angle 66.0 degrees, caster 95 mm, spring travel f / r 125/119 mm, permissible total weight 364 kg, tank capacity / reserve 16.6 / 5 liters.

Data service
Service intervals 6000 km
Oil and filter change every 6000 km / 3.2 liters
Engine oil SAE 5W40
Telescopic fork oil SAE 5
Spark plugs NGK CR9 EKB
Idle speed 1500 ± 50 / min
Tire pressure front / rear 2.3 / 2.3 (2.3 / 2.5) bar
Two year guarantee
Colors red / silver, white / gold, gray / anthracite
Price 8990 euros
Additional costs around 275 euros

The clutch lever is rickety and not adjustable in width.



  • Unlike the MV athletes, the ends of the footrests offer good grip for sporty driving.
  • The eight-stage traction control and selection of the ignition / injection mappings can be operated from the handlebars.
  • On the underside of the single-sided swing arm there is a protective fin in front of the chain wheel, which prevents you from getting between the chain and the chain wheel in the event of a fall.


  • The oil level is checked using a dipstick.
  • The clutch lever is rickety and not adjustable in width.
  • The meager tool kit has no hook wrench for tensioning the chain.
  • Some plug connections are carelessly housed and unprotected from splashing water. Like those on the side of the steering head or behind the motor housing.

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