Review MV Agusta Brutale 910 R

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Review MV Agusta Brutale 910 R
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Review MV Agusta Brutale 910 R

Pure anarchy

When MV Agusta builds motorcycles, there seem to be no limits. And certainly no laws. Is it any wonder that the rider of a Brutale 910 R can quickly become an outlaw?

No, the Japanese wouldn’t have done that. Never ever. Drag a Pirelli Supercorsa onto a naked bike. A racing tire on a street sweeper that has to defy wind and weather, cobblestones and tram tracks. Is there such a thing? exactly ?? only in Italy.

Because it never rains there? Or are there no cobblestones? Nonsense! The Italians just don’t care about such rational considerations. Passione, emotions, passion and feeling. Only that counts. And a tire with the name Supercorsa fits perfectly. Especially since he also takes the third Italian affair of the heart into due consideration: Competizione. Life is a race in Italy. And the front row is the place to go-
heard. No matter whether in the Royal Park of Monza or at the traffic lights. When the light turns green, they are all a bit Rossi.
Seen in this way, it fits M.V Agusta
Brutal 910 R like pasta in the tooth gap. Even if it is not known whether any owner of the S variant has screamed desperately in the past for the new Brembo P4 / 34 radial brake calipers and 320 brake discs, because he was using the excellent old system when braking the parking box in front of the pizzeria gave away a lot of meters? Or whether there was a significant number of people for whom the lively handling was too stubborn and who necessarily followed
lightweight forged wheels from Brembo ver-
was enough to turn into the home driveway with even more momentum? And who was it who couldn’t live without the new Marzocchi R.A.C. fork with black anodized tubes and without hand-polished inlet ducts??
None. And yet: As soon as the four-cylinder roars hoarsely into the airbox and the massive 50s fork has sent its first razor-sharp road condition report, it is there, the Passione. And especially the Competizione. Bam, bam, bam, the otherwise unchanged four shoots himself-
cylinder from the S with short, dry bursts of gas warm like a Ferrari ten-cylinder in the pit lane. This sound is unique. Just like the compactness with which a Brutale surprises you when you first sit down. Nothing in the front, nothing in the back, and in the middle it condenses the driver before the start, as if it wanted to point out something politely
there comes. So folded? just like in Schumi’s Ferrari, there is only one possible seating position ?? the R-driver now rolls out of the courtyard entrance to the starting lights of the next intersection. Baaamm, baaamm, baaamm. The gas bursts become longer, the speed higher. Red, red, still red, full throttle, green ?? and off! Okay it was
briefly yellow in between, and of course it wasn’t full throttle, because then you un-
would refuse to lie on his back. But:
That makes the brutal out of you? one
Racing driver in spirit.
And in reality? It condenses the experience on the motorcycle, no question about it. It’s like riding a cannonball. It requires a wide awake, active Fah-
rer, and that on every single meter. Not only because the combination of full power (131 hp on the clutch), low weight (207 kilograms with a full tank), short wheelbase (1414 millimeters) and high handlebars is an explosive mixture anyway, but also because this package at MV is careless was laced to the hazards of everyday life. Passione, emotions, capito. Competizione. But no ration. Or is that just called ratio now? No matter. The fact is: in real country life, where road ditches instead of curbs and mixed forests instead of gravel beds lurk, it doesn’t make sense to drive a motorcycle ?? namely one without G-Kat and Euro 3 ?? to be tuned so that it starts spontaneously and cleanly only above 6000 rpm
Accelerate while you reap a hard load change in combination with a pronounced moment of thought before the actual performance then cautiously begins.
It is even less sensible to reach for a stiff throttle and combine this culminating mishap with an overhanded, in the long, confusing, undulating curves of the German low mountain range almost wobbly chassis, which with each of these hard load changes and also every bump and every pothole one
pronounced opening moment acknowledged. It is even less sensible to use the pen-
elements with a tough vote-
mung provided that although on the race-
stretch of this world may provide razor-sharp feedback, but in real life it is both in comfort and convenience
also lacks serenity. Considered soberly.
But who wants to look at a brutal soberly, according to the laws of reason that have already been consistently sacrificed on the altar of passion by their spiritual fathers? No human. At least not an Italophile. He will stake the coal with enthusiasm, frolic on the racetracks or in front of the ice cream parlor, on the country road only apply the gas beyond the 6000 tours. And so forced-
to see how far he can drive the anarchy here.

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Review MV Agusta Brutale 910 R

Review MV Agusta Brutale 910 R
Pure anarchy

Technical data – MV Agusta Brutale 910 R

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, fuel injection-
tongue, Ø 46 mm, uncontrolled 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 76.0 x 50.1 mm
Cubic capacity 909 cm3
Compression ratio 13.0: 1

Rated output 100 kW (136 hp) at 11,000 rpm

Max. Torque 96 Nm at 7900 rpm

Pollutant values ​​(homologation) in g / km
Euro 2 CO 3.132 / HC 0.496 / NOx 0.191

Chassis: tubular steel frame, load-bearing motor, upside-down fork, Ø 50 mm, adjustable spring base, tension and compression stages-
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-
Fixed piston 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
Pirelli Supercorsa Pro tires tested

Dimensions and weights: wheelbase 1414 mm, steering head angle 66.0 degrees, caster 102 mm, spring travel f / r 118/120 mm, seat height * 820 mm, weight with a full tank * 207 kg, payload * 163 kg, tank capacity / reserve 19.0 / 4.0 liters.

Two year guarantee

Service intervals every 6000 km

Color: Black

Price 17990 euros

Additional costs 244 euros

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