Top test: MV Agusta Brutale 1090 RR

Top test: MV Agusta Brutale 1090 RR

Top test: MV Agusta Brutale 1090 RR

Top test: MV Agusta Brutale 1090 RR

Top test: MV Agusta Brutale 1090 RR

Top test: MV Agusta Brutale 1090 RR

23 photos

Top test: MV Agusta Brutale 1090 RR
MV Agusta

The cockpit of the MV Agusta Brutale 1090 RR has two LCD displays.

Top test: MV Agusta Brutale 1090 RR
MV Agusta

Top speed: 265 km / h (factory specification)

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

From 2010 the Brutale from MV Agusta will also be equipped with traction control.

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

As with its smaller sister (Brutale 990 R), the first thing you notice is the changed frame. The pipes running forward on both sides are higher than before.

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

The displacement versions of the 2010 Brutale siblings can be recognized by the valve cover. On the 1090 RR this is red. The little sister 990 R wears the usual black at this point.

Top test: MV Agusta Brutale 1090 RR
MV Agusta

… in the color combination pearl white / black.

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

The MV Agusta Brutale 1090 RR comes in red / silver or …

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

A slightly retouched headlight and rearview mirror with integrated LED indicators give the MV Agusta Brutale 2010 its face.

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR engine: four-cylinder four-stroke engine, bore x stroke 79 x 55, 1078 cm³, 106 kW (144 PS) at 10600 / min, 115 Nm at 8000 / min.

Top test: MV Agusta Brutale 1090 RR
MV Agusta

MV Agusta Brutale 1090 RR 2010

Top test: MV Agusta Brutale 1090 RR
MV Agusta

The swing arm of the 2010 Brutale has grown and provides a 20 mm longer wheelbase to ensure better driving stability.

Top test, MV Agusta Brutale 1090 RR

MV Agusta Brutale 1090 RR

The Brutale had earned its name so far. It was tough, uncompromising and not easy to drive. The new generation is completely different: friendlier, more mobile, more willing to compromise. But no less exciting.

Part 1 top test: Brutal love

D.he Brutale is MV Agusta’s first model since Harley-Davidson took over the company in August 2008. Thank God they did not allow themselves to be tempted to redesign this milestone in motorcycle design and only changed the lines subtly. Nonetheless, the 1090 RR and its smaller, somewhat cheaper sister with 990 cubic meters are completely new developments: 85 percent of all parts no longer have anything to do with those of the predecessor model. Nevertheless, it has remained intoxicating.

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Top test: MV Agusta Brutale 1090 RR

Top test
MV Agusta Brutale 1090 RR


Infotainment: from lap counter to day trip, everything is there, just no watch.

Rather, it’s the proportions that stretch the bike: headlights, tank shape and the redesigned rear. The knee angle is still quite sporty, but the saddle is longer and more ergonomic. He leaves room to slide back and forth. The handlebar is slightly wider, the footrests can be adjusted horizontally and vertically using an eccentric. Just because of the feeling of wellbeing, MV immediately believes that 85 percent of all motorcycle parts are new.

But new does not always mean free of errors. On the first few kilometers through the inner-city rush hour, scourged by constant stop-and-go and sneaking through to pole position, the clutch actuation, which requires a lot of force, is annoying. An anti-hopping clutch is installed as standard, the mechanics of which work great, but here on hold it is about as beneficial as four pieces of sugar in a glass of cola. The throttle could also roll off a little easier.

Also noticeable: the second gear does not always lock properly and jumps back into neutral. To save the honor, let me say: The test machine came straight out of the packaging. Zero kilometers, just oil and water and go. A lot will certainly come together here over time. That’s it with inner-city grumbling.

The 214 kilogram bike with a full tank conjures up a sun face even in the hardest rain shower. She is worlds better on the gas than all her predecessors, is perfectly balanced, does not surprise with devious meanness and for this reason can be moved sensitively in the most annoying situations. During crawl drives, downpours or in 30 km / h zones. Especially in those areas of everyday life that the uncompromising brutality of the past never liked. And something else stands out: The smoothly shiftable gearbox is very quickly quilted.

Without wanting to, you roll around in high corridors all the time. That can only mean one thing: the engine is under a lot of pressure. It runs, now with a balancer shaft, noticeably less vibration, has a lot of power even at low speeds and has a short gear ratio. You always find yourself cruising around town at very low speeds of around 3000 rpm. The technicians have also managed to make the engine more drivable. While the Brutale 1078 shocked at around 6000 rpm with the power delivery of a hand grenade, the 1090 RR behaves in a completely controllable manner, shoveling its power very homogeneously onto the rear wheel.

Part 2 top test


The MV Agusta Brutale 1090 RR on the racetrack.

Time frame: 500 kilometers of tentative run-in and test drives have been unwound. At the last tank before the horizon and the top test track, the 20-liter barrel is filled to the brim again. And that sobering: During the timid country road swing, the Brutale approved 7.3 liters per 100 kilometers. That is quite a lot and allows a maximum range of 274 kilometers. Economy does not seem to have been the goal of the new mapping in connection with the change of manufacturer of the injection system (now Mikuni). No matter. The machine is about to show what it can do.

Helmet on, up on the train and finally recharging. After 3.3 seconds you crack the 100 barrier, after 9.8 seconds the clock shows 200 km / h. The rev counter shows no red area, a shift light warns to upshift at around 9000 tours. The machine screams as if Italy were not part of the European Community and its strict noise regulations. Bassy intake noise, potent exhaust smoke – here, in addition to the eyes, the ears are finally driving along again.

The sound gives tunnels a slightly erotic note. The drive has immense power at every speed and depends well on the gas. Even while driving, you can choose between two mappings: Sport and Normal – press the starter button twice and the driving mode changes. Sports mapping implements gas commands even more digitally and radically. Something that makes perfect sense on the racetrack. However, the throttle response is rougher at higher engine speeds. For everyday use, however, the softer normal mode is the very first choice.

Overtaking maneuvers is completed by the thousand, which is translated to 253 km / h, like a bullet from the barrel. And the brutal ignores even the toughest joints on the road, stoically staying on course.

The test bench will later confirm the already felt, completely harmonious power output of the 1090. With 141 hp peak power at 11,100 rpm and a maximum torque of 109 Newton meters at 7700 rpm. Whereby a full tour-friendly 100 Newton meters are already available at just 4500 revolutions.

The engine ticks, and energy flows into the tank again. It is strange that whoever moves the brutal sporty only needs 0.5 liters more per 100 kilometers than when he is comparatively leisurely trundling across the country. Good to know. Helmet up and down again on the top test track.


The brutal in the wheelie.

Wetness and a slippery layer of leaves dominate the first kilometers. Mastering these situations is definitely not one of the strengths of the standard Dunlop Qualifier RR. So caution is advised. But even here, under the most extreme conditions, the Brutale behaves in an exemplary manner. Even more: the comparatively softly tuned chassis precisely indicates whether the wheels, to put it exaggeratedly, are rolling over linden or oak leaves. The feedback is fantastic. The pilot can concentrate fully on the adverse circumstances.

The eight-stage traction control works perfectly on the racetrack (see MOTORRAD 22/2009), but it can only partially prevent the rear wheel from breaking out under extreme conditions such as ice, oil or a wet layer of leaves. Like Ducati, MV uses a system in which a sensor only detects changes in the friction coefficient on the rear wheel. If, for example, the wheel spins continuously and not abruptly on wet leaves, the traction control does not work, or hardly at all. To do this, the system would have to be able to compare the front and rear wheel speeds.

Back on dry asphalt. Into the curves. The MV steers wonderfully easily and precisely. Radii can be precisely corrected even at deep inclines if you have miscalculated. The chassis set-up was successful: stoic at top speed, accurate feedback on bad roads, stable course in the jungle of curves. Only the steering damper is in need of improvement: fully open it cannot prevent kickback, almost closed it damps well, but precise turning and straight-ahead driving are more difficult.

The brakes are among the best that have ever been used in motorcycle construction, an oversized braking parachute is nothing against it: crystal clear pressure point, optimally controllable, brutal in deceleration. We have finally arrived, at the word brutal. How nice that it can be mentioned in a positive context in the end.

Technical specifications


The new MV Agusta Brutale 1090.

Water-cooled four-cylinder four-stroke in-line engine, one balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection Ø 46 mm, regulated catalytic converter, 350 W alternator, 12 V / 9 Ah battery, hydraulically operated multi-plate oil bath clutch, 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 capacity 106.0 kW (144 hp) at 10600 rpm
Max. Torque 115 Nm at 8000 rpm

Tubular steel frame, screwed with cast aluminum parts, 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 callipers, rear disc brake, Ø 210 mm, four-piston fixed callipers.
Forged aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 ZR 17
Dunlop Qualifier RR tires tested

Wheelbase 1438 mm, steering head angle 65.0 degrees, caster 104 mm, spring travel f / h 125/120 mm, permissible total weight 393 kg, tank capacity / reserve 20.0 / 4.0 liters.

Service intervals 6000 km
Oil and filter change every 6000 km
Engine oil SAE 10W 60
Idle speed 1200 ± 50 / min
Air pressure front / rear solo and with pillion 2.3 / 2.3 bar

guarantee two years
Colours Red / silver, black / white
price 18,500 euros
Additional costs 250 euro

MV Agusta

Udo Dörich the managing director of MV-Germany.

"You don’t have to go to the orthopedic surgeon"

Udo Dörich, 48, managing director of MV-Deutschland, about the future of MV Agusta and the brand new Brutale 1090 RR.

 ? Mr Dörich, the most delicate question first: Harley, owner of MV Agusta, wants to sell the brand. Is the supply of spare parts ensured??

 ! One thing is certain: the MV Agusta brand will always exist, and there will always be spare parts guaranteed. In addition, MV is currently a debt-free company with new, fascinating models – the best starting point a brand can have.

 ? The old Brutale models were uncompromising. The new 1090 is much easier to handle and is even somewhat comfortable. A new philosophy?

 ! Yes, in a certain sense. The previous models were very hard-tuned on the chassis side. This only worked to a limited extent in everyday life on bad roads, the drivers had to bring a certain ability to suffer. But Brutale owners are usually people who are exactly this uncompromising approach. The new model is designed in such a way that you don’t have to go to the orthopedic surgeon after the tour, and should therefore attract a broader mass of customers in the future without losing the previous ones.

 ? Due to various damage in the past, MV Agusta has not exactly earned a reputation for reliability. With the new engine, special attention was paid to stability?

 ! Since Harley joined MV, the clocks tick a little differently. The most important requirement of the current owners of the model range was indeed stability. Not only was the quality of the components increased again, but the cooling system was also comprehensively changed. For example, we now have 65 percent more cooling water throughput at low speeds. But the layout of the oil circuit and the oil wells have also been extensively changed. In this regard, the suppliers were also changed. Harley wants to get to the point as quickly as possible where there is no longer any need to talk about quality.

 ? When did MV arrive at the point where you no longer have to talk about quality??

 ! I am confident: now! The processing quality has always been outstanding. And the new engine is powerful and stable.

 ? Have Harley technicians uncovered and corrected past mistakes??

 ! No. Points that could be optimized were well known in Italy. But two things stood in the way: All engines were based on the original design of the first F4 models, which prevented profound changes. In addition, there was the financial bottleneck that made the further development or construction of a new engine virtually impossible. When Harley took over the brand, the construction plans and design drafts were already in the drawer. They were realized through the financial injection.

Technology news


New strategy: The newly developed Eaton oil pump is intended to improve lubrication, and the suction area (photo) has also been changed.

New centerpieces

The engine of all Brutale built so far was ultimately based on the drive of the first F4 with 750 cm3 from 1998. In the Brutale 1090, a completely newly developed drive made its debut, which has only a few parts identical to the old one except for the manufacturer’s logo.

True, the Italians are from the basic principles like four-cylinder series and radially arranged valves did not deviate, but the complete change of the oil circuit and the use of a balance shaft made it necessary to change the engine block as well. In the new oil circuit, only one instead of the previous two oil pumps ensures that the vital lubricant arrives.

The pump also builds up less pressure than the two predecessors. The system should work better than before, however, because the oil circuit including the oil pan has been optimized. According to unconfirmed rumors, the oil and cooling circuits were created by Porsche engineers. That is not absurd. Harley worked with Porsche on the development of the water-cooled 60-degree V-engines for the V-Rod models.

The revised oil and cooling circuit should make the drive absolutely stable in connection with many newly developed components, including connecting rods and crankshafts. In addition, despite the added balance shaft, the engine is even 2.6 kilograms lighter than the drive from the Brutale 1078.



  • On-board tools are generous with a small exception (see below)
  • Passenger seat a little better than the old models
  • Simple snap lock for pillion seat
  • Height adjustment for push rod easily accessible
  • Additional LED lighting very noticeable


  • Throttle stiff
  • Tachometer needle trembles
  • Allen key for topping up oil is not available in the tool kit
  • Vibrate mirrors
  • The steering damper can only be adjusted with difficulty using a small handwheel
  • Control displays in the cockpit light up weakly and are difficult to see

MOTORCYCLE measurements


The MV Agusta Brutale 1090 RR under the microscope.


Top speed * 255 km / h

0-100 km / h 3.3 sec
0-140 km / h 5.4 sec
0-200 km / h 9.8 sec
60-100 km / h 3.0 sec
100-140 km / h 3.0 sec
140-180 km / h 3.4 sec
Speedometer deviation
Effective (display 50/100) 48/96 km / h
Tachometer deviation
Display red area1 1500 / min
Effective 11500 rpm

Country road 7.3 l / 100 km
Theor. Range of the highway 274 km
Fuel typeSuper

Dimensions + weights
L / W / H 2009/850/1240 mm
Seat height 825 mm
Handlebar height 1020 mm
Turning circle 6850 mm
Weight with a full tank 214 kg
Payload 179 kg
Wheel load distribution f / r 51/49%

The Brutale is almost ideally translated for a powerful naked bike. Nevertheless: The 6th gear could be designed as an overdrive to save fuel. Compared to the previous model, both power and torque are below the values ​​of the new ones. But the 1090 is more mobile. With a smoother throttle response and more even power delivery.

Driving dynamics

Handling course I (fast slalom)
Lap time 20.2 sec
Reference Triumph Street Triple R 19.5 sec

vmax at the measuring point 108.2 km / h
Reference Triumph Street Triple R 124.7 km / h

Despite the softly tuned chassis, the MV can be circled very precisely around the pylons. At the turning point, the throttle response is somewhat delayed.

Handling course II (slow slalom)
Lap time 28.1 sec
Reference Triumph Street Triple R 24.7 km / h

vmax at the measuring point 55.8 km / h
Reference Triumph Street Triple R 59.0 km / h

Large lean angle, precise steering behavior – the MV takes the slow slalom calmly and runs stably despite the soft suspension setting.

Circular path (Ø 46 meters)
Lap time 10.3 sec
Reference Triumph Street Triple R 10.2 sec

vmax at the measuring point 52.6 km / h
Reference Triumph Street Triple R 56.4 km / h

In a stable incline, the Brutale circles the circular path and cannot be disturbed by the separating joint. It behaves very neutrally in the border area.

Brake measurement from 100 km / h
Braking distance 38.5 m at 37.0 m a remaining speed of 19.7 km / h
Reference BMW K 1200 R Sport 37.0 m

The braking system of the Brutale 1090 RR can be adjusted very precisely. Unfortunately, the fork is blocked so that the tire has to take over the rest of the damping work. That ultimately leads to a stamping front wheel. Otherwise even better delay values ​​would be possible.

* MOTORCYCLE measurement; 1MOTORRAD test course, values ​​from the brake test from the three best driving tests averaged; Reference: motorcycle from the respective category with the previous best values; 2 Power on the crankshaft. Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

The competition

fact (1), artist (2)

The competitors of Ducati, Honda and Yamaha.

Ducati Streetfighter S (above)
Two-cylinder V-engine, six-speed gearbox, 148 hp, weight 198 kg, Vmax 250 km / h, consumption 5.2 liters, price 18955 euros *

Honda CB 1000 R. (center)
Four-cylinder in-line engine, six-speed gearbox, 125 hp, weight 220 kg, Vmax 230 km / h, consumption 5.2 liters, price 10460 euros *

Yamaha FZ1 (below)
Four-cylinder in-line engine, six-speed gearbox, 150 hp, weight 230 kg, Vmax 252 km / h, consumption 5.4 liters, price 10820 euros *

*Additional costs included


Ride on the cannonball: The power delivery of a drive has seldom been so impressive, the new Brutale is a pulling monster. Everything fits together here: The crisp, short, sporty gear ratio paired with the powerful implementation of gas commands ensures excellent driving performance. The only drawbacks: The locking of the second gear could be better and the actuation force for the clutch a little less.

Not brutal anymore: This brutal has nothing in common with the hyper-sporty chassis design of its predecessor. On the contrary: The 1090 is very comfortably tuned, the fork is even too soft. It reaches its limit in a two-person operation. Particularly noteworthy: The 214 kilogram machine is very handy, can be steered very easily and precisely and stays on the targeted line.

Ancient wisdom: Power comes from fuel. The beary engine approves a lot with 7.3 liters per 100 kilometers. Otherwise, like its predecessor, the 1090 remains a diva: With mirrors in which you can’t see much, an uncomfortable pillion seat and miserable options for storing luggage. Good on the other hand: The diverse information in the cockpit and the improved ergonomics for the driver compared to the old Brutale.

Nearly perfect: When it comes to lag, there is hardly anything better. Brilliant controllability, extreme effect, the brakes are a hit, although only available without ABS. Despite the standard steering damper, the Brutale twitches the handlebars in really extreme situations.

By Giselle Bündchen nobody asks for cooking skills either – so what? The Brutale needs a lot of fuel, a lot of tires and has short 6,000 inspection intervals. Entertaining a diva has never been cheap.

Top grade: 1.0
Rating: 4.0
No suitcases, no ABS, no wind protection, high consumption, poor pillion space. OK. Unfortunately, the fun factor is not reflected in the price-performance rating.


The new Brutale is a giant step forward for MV and appeals to the broader mass of motorcyclists. It is more mobile and more suitable for everyday use than its predecessors, but has hardly lost any of its fascination. MV and Harley’s marriage produced a great child. It would be a shame if it had to be buried now.

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