Test MV Agusta Brutale 1078 RR

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Test MV Agusta Brutale 1078 RR
Artist

Test MV Agusta Brutale 1078 RR

Test MV Agusta Brutale 1078 RR

Test MV Agusta Brutale 1078 RR

Test MV Agusta Brutale 1078 RR

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Test MV Agusta Brutale 1078 RR
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Test MV Agusta Brutale 1078 RR

Brutal charge

If it says brutal, it should also contain brutal. That’s why MV Agusta’s chic naked bike has now got the largest motor in the model range implanted. May the propulsion be mighty.

No half things. With the 1078 block, the MV Agusta Brutale should finally have the right engine for its name. Because if you adorn yourself with such a martial epithet, then please proceed accordingly. That the largest engine in the house on "only" measured 151 PS was trimmed, is only apparently a contradiction. But more on that later.

In principle, the chassis is a well-known one, as the 910 and 750 four-cylinder units were already wearing it. Thanks to elongated holes with eccentric inserts on the front motor mounts, it also holds the taller 1078 easily. It comes from the super sports car F4 1078 and was slowed down in its performance by means of the cylinder head of the F4 1000 R, equipped with smaller valves and adapted camshafts.

The seating position is as it has always been on a Brutale: compact. The driver has to arrange himself with very high notches, extremely narrow knee angles and embedded in a sparsely upholstered seat hollow that offers only limited freedom of movement. Short wheelbase, compact posture and a respectable seat height give the feeling of sitting on a cannonball. Press the button, and the four-cylinder growls devotedly. It rattles, grinds and scrapes from the engine room, animalistic, unspoilt, archaic. The mechanical soundscape is somewhat reminiscent of the legendary MVs of the seventies, in which tons of gear cascades, combing loudly, drove the camshafts.

However, these oldies didn’t have the spectacular dynamics of the brutal to offer. What the four-cylinder delivers when the throttle valve is opened is a show. With a determined roar, the brutal clicks away that it leaves you speechless. It doesn’t really matter which corridor you are in. When turning the whisk, the torque seems to break in like an avalanche over the rear wheel. From idle, a decent torque wave sloshes towards the rear wheel. At 2500 rpm it rises from an already impressive 80 Newton meters to 100, remains there up to about 5000 rpm and then increases to a huge 121 Newton meters.

Propulsion


Artist

Now the Brutale got the largest engine in the model range.

This voluminous characteristic gives the Brutale an acceleration and pulling power that is second to none. From 60 to 140 km / h it is the reference. An R1 is crushed in the passage, Hayabusa and even Rocket III have nothing to report. Only Honda’s Fireblade can catch up at higher speeds thanks to its increased performance. The thing is so progressing that you hardly need more than 6000 rpm in everyday life and, on the contrary, you ask yourself when in the world you should aim for the five-digit range. Wheelies in second gear are a no brainer, 6000 / min, shower up, and the brutal makes men. Top performance becomes a minor matter because the MV keeps its smoke ready in exactly the right speed range. Even city speed in the sixth with 1800 / min it shakes casually out of the cylinders.

Very entertaining, the whole thing, but also demanding, stimulating, always a little energized. And a bit far from perfect. Less because of the noticeable vibrations. Not even because the gas, clutch and, above all, transmission could be smoother. Rather, the throttle response is a spoilsport. So that there are no misunderstandings at all: the throttle response is much better resolved than with the 910 or even the 750 Ur-Brutale. Nevertheless, a slightly delayed, then all the more emphatic use of power remained when the throttle valve was opened for the first time.

This is nothing for gross motor skills. And when the throttle valve is suddenly closed, the four-in-line runs a little. This is where the quite simply structured gas factory with only one throttle valve and a simple injection nozzle per channel is apparently reaching its limits. In addition, misfires in the overrun mode and occasional dying when stopping not optimal coordination.

In any case, a sensitive gas hand is required, especially in the thicket of cities or when winding through traffic jams. But outside, away from the narrowness, first let off the leash, the power plant shines with explosive willingness to perform and a brilliant start. Hurls your pilot from curve to curve with a respectable kick in the cross with every intermediate sprint.

Chassis


Artist

Clear cockpit with cumbersome operation.

That kicks tremendously. Because the fun doesn’t stop at the end of the straight, but continues with the curve. It starts with braking. The noble Brembo monobloc calipers in the front wheel don’t just look huge. After their finely dosed, relentless bite, every racer would lick their fingers. Nevertheless, the fork does not bend its knees when throwing anchor. The fork in general. The mighty Marzocchi part adorns a brutal for the first time, is asymmetrical? that is, the compression stage sits in the left column, the rebound stage in the right one ?? and despite the lush 50 millimeter guide tube diameter, it is extremely sensitive. In addition, it provides fine feedback on the Pirelli’s liability status.

Overall, the chassis tuning is at the upper end of tight, but still a good two fingers away from the threshold to uncomfortable. Rather, the spring elements provide specific information about the condition of the road, free of fabric softener, but still scan it with sufficient care. However, the high-speed compression stage on the Sachs shock absorber should be wide open. Fans of a sporty, direct driving experience will definitely get their money’s worth.

The technicians have found a fine balance between the front and rear in the coordination of the spring elements. It is beneficial to see how naturally and stably the brutal circles around fast, wide arcs. In addition, she dances precisely and, for a 1000, extremely light-footed through following curves. In short: a lot of fun.

However, the short wheelbase, the massive fork combined with the mighty triple clamps and the stiff frame also have a downside: the brutal, with twitching handlebars, grapples too hard or chased over moguls that a steering damper would be a sensible investment for such operations. Whereby you should expect that in view of the purchase price ex works. On the other hand, the price remains at the level of the Brutale 910 R. And that’s something.

Technical data MV Agusta Brutale 1078 RR

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter, alternator 650 W, battery 12 V / 9 Ah, hydraulically operated multi-disc oil bath clutch (anti -Hopping), six-speed gearbox, O-ring chain, secondary ratio 41:15.

Bore x stroke 79.0 x 55.0 mm
Cubic capacity 1078 cm³
Compression ratio 13.0: 1
Rated output 108.0 kW (147 hp) at 10950 rpm
Max. Torque 115 Nm at 7800 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 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, double disc brake at the front, Ø 320 mm, four-piston Fixed 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

mass and weight
Wheelbase 1410 mm, steering head angle 66.0 degrees, caster 102 mm, suspension travel f / h 130/120 mm, seat height * 830 mm, weight with a full tank * 210 kg, load * 160 kg, tank capacity / reserve 19.0 / 4.0 liters.

Two year guarantee
Service intervals every 6000 km
Colors black / anthracite, white / black, red / silver
Price 18450 euros
Additional costs around 250 euros

Readings
Top speed 252 km / h

acceleration
0-100 km / h 3.6 sec
0-140 km / h 5.3 sec
0-200 km / h 9.6 sec

Draft
60-100 km / h 3.0 sec
100-140 km / h 3.0 sec
140-180 km / h 3.2 sec

Speedometer deviation
Effective (display 50/100) 49/99 km / h

consumption
Country road 6.8 liters / 100 km
Theoretical range 279 km
Fuel type super

Noticed

plus
+ Performance already available down around bold
+ Chassis handy, precise, stable
+ Brakes decelerate like the devil

minus
– The exhaust pipe spreads the right foot outwards
– Tank overflow drooling pretty early
– Rearview mirrors only show the upper arms

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