Top test MV Agusta Brutale S
Sense and sensuality
MV Agusta Brutale S ?? or how form and function, far off the beaten track, become an emotional full bath of its own.
What have we blasphemed, what have we scolded. Is it coming, is it not coming? Does it come in one piece or in parts?
Exhaust. Promises from the German importer came and went, test reports were scheduled and then canceled. Until after this endless back and forth nobody really wanted to see this MV Agusta.
And then she stood there. That was enough. If you don’t believe it, you should try it out. Standing there can be contagious. The brutal just stands there ?? and so is the viewer. She captures, he’s captured. And from now on will no longer be released. One step to the left, one step back: change the perspective, slowly look around the object
work around, anything goes. But turn around and walk away ?? no chance. Quitting smoking is easier.
“The man is his own target group. Builds motorcycles just like he does them
wants. That’s why they’re so over-
convincing. ”Somebody said that once who ought to know. Hans-Georg Kasten, creator of such an epoch-making design as the Suzuki 1100 katana. Who the brutals of the exceptional designer
Massimo Tamburini looks at it, knows what
Box meant. No compromise,
no consideration. Neither market researchers nor red pen jugglers. Only the good, the real, the true counts. His personal creed. Tambourini’s designs are always radical. And they almost always become classics.
The first meters. There is still a hint of mourning because you couldn’t linger, indulge in this abundance of form and technology, get intoxicated by every little, fine detail. But tamburini also communicates while sitting. Centers the driver so perfectly on his device as if he were an integral part. The handlebar ends upset themselves, the tank flanks seem to find contact with the thighs as if by themselves, and the thin seat cushion immediately fulfills its most important task, namely to inform the very best immediately and unadulterated what is happening on the rear wheel. Comfort? Not in the traditional sense. If you are looking for the comfort of a well-established couch, the Brutale will always be a stranger. However, all those who can follow Tamburini’s diction of comfort and only feel really comfortable when the current driving dynamics are transmitted directly to their own control center will experience these first meters like a return home. There is
it again what was almost buried! How could I feel comfortable on all the others? At this moment it seems as if their adjusted arbitrariness, this balancing act between all possible customer requests, would inevitably lead to a dead end. Where compromises become a creed, pure teaching sometimes falls by the wayside.
So the Brutale becomes the Enlightenment-
rin. The Sachs shock absorber, with separate high and low-speed damping of the compression stage, linked by a push rod of variable length, offers plenty of space to play. In any case, it is very hard. With the consequence that
every bitumen line in the head is mapped immediately, there is never any doubt about the level of grip on the rear wheel. But also that the
The fatal situation of the state finances was never more clearly felt in the cross than with the brutal on third-order country roads in need of rehabilitation and sharp heels on highways. A little less would do the same. The fork on the other hand: unbelievable. Looks like Showa, but is now Marzocchi. 50 mm guide tube diameter, nevertheless neatly appealing, with a taut design, plus a triple clamp that would even hold bridge piers together. In between, the finest tubular trellis, weld seams like
painted and engine mounts that put the row fours in exactly the right place
Force places to stabilize.
The result: well known from the F4 S, whose chassis has been largely adopted, but a new dimension for naked bikes. One straight ahead-
run that doesn’t even go through an earthquake
to be shaken would be a persistence that never degenerated into stubbornness. On the contrary: via the wonderfully tapered tubular handlebars and the massive fork, the desired changes of direction are passed on one-to-one to the front wheel, where they are not only implemented immediately, but with the same consistency as the straight-line stability. A brutal doesn’t commute. Nor does it roll casually or listlessly. A Brutale is always fully involved, even if the fat 190 (a 180 is also approved) clearly stands up on bumps.
The fact that this intensity is transferred directly to the driver is not only due to the chassis. Of course, the engine plays a crucial role. And that is despite
one compared to the racing sister
F4 S revised cylinder head with changed timing and modified channel routing also not made compromises. Thick, artfully laid manifolds, but even more this greedy roar from the airbox signal where to go. Every step in the intermediate gas gives an idea: This is not a domesticated street sneak, but a real speed thief. A pleasurable foreplay, an acoustic main act that shudders the conductor and the environment to the never-ending
Puberty makes you believe. Especially when the start light turns green. Then, as in the blissful 50s, the pilot needs the slipping clutch and high revs to drive away appropriately.
Because the Brutale has a weak start. It has to be said. Even if, after getting used to it, you are inclined to forgive the listless performance at speeds below 6000 rpm because of the high experience value beyond this mark. The MV only goes
decelerates to the gas, which in fact, with the stiff throttle grip, is very disturbing in the lower speed range and a little less in the upper range. That’s not nice, others can do it much better. What then happens between 6000 and 12000 rpm is suitable to make up for this lame overture. Then the four-wheeler turns as if there was no tomorrow, it screeches its forward thrust from the airbox, as if there were no noise regulations, and with the friendly support of the secondary ratio (41/14 instead of 40/15), which is shorter than the F4, lifts the front wheel in first gear , pushes forward mercilessly in all the others and creates a high-speed, brutal-style acceleration experience with this acoustic background.
A festival for sworn advocates of pure, unadulterated speed theory, no question about it. But even for them
is a bad habit of the brutals really difficult to accept. No, it is not about the fact that they neither consider exhaust gas cleaning of any kind to be necessary nor give a shit about Euro 2 (has been homologated
before April 1st). It works
about her drinking like Keith Richards in his prime. 7.9 liters of fine super ?? at a constant 100 km / h, mind you. Well, no one drives voluntarily. But 8.6 liters are too much when driving cautiously on country roads. Mainly because the fascinating charisma of technical competence and meticulous detailed work, which by the way characterizes the Brutale, gets a sensitive dent through this faux pas. Because while boundaries shift and are re-explored, delight spreads through the effective brakes, seemingly limitless lean angle, rich tire grip, greed for revs and crazy sound, the certainty always goes with you: Now she’s drinking again!
The high gasoline costs are likely to potential Brutale buyers in view of the low long-distance travel qualities ?? Zero point no wind protection, a sore butt after a short time, significant vibrations ?? And in view of the cost price of 15,000 euros, it is just as little frightening as the high inspection costs. The same applies to the fact that the back row only offers comfort at the super sports level and MV does not offer a luggage set. The fact that the number of points cannot compete with the well-known all-rounder and that it is fast on the top test course, but not the fastest in view of the engine set-up that needs improvement, can be seen as a venial sin-
go. At least if you are looking for the sense of this motorcycle where it is
find is: on a car-free early Sunday morning on the home route. Because that‘s their destiny. Because then a formidable wave of emotions on the M.V Agusta Brutale S all senses flooded.
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Top test MV Agusta Brutale S
Sense and sensuality
Technical data – MV Agusta Brutale S
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, arranged radially, bucket tappets, electronic intake manifold injection, Ø 46 mm, engine management, electric starter, three-phase alternator 650 W, battery 12 V / 9 Ah. Bore x stroke 73.8 x 43.8 mm, displacement 749 cm3, compression ratio 12.0: 1, rated output 93.4 kW (127 PS) at 12500 rpm, max. Torque 77 Nm (7.9 kpm) at 10500 rpm Pollutant values (homologation) CO 10.15 g / km, HC 2.48 g / km, NOx 0.24 g / km Power transmission Primary drive via gears, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 41: 14th chassis, tubular steel frame, cast aluminum swing arm bearing, load-bearing motor, screwed rear frame, upside-down fork, guide tube diameter 50 mm, adjustable spring base, rebound and compression damping, single-sided swing arm made of cast aluminum, central spring strut with lever system , adjustable spring base, rebound and compression damping, front double disc brake, floating brake discs, Ø 310 mm, six-piston calipers, rear disc brake, Ø 210 mm, four-piston caliper. Cast aluminum wheels 3.50 x 17; 6.00 x 17 tires 120/65 ZR 17; 190/50 ZR 17 tires tested Michelin Pilot Sport chassis data wheelbase 1414 mm, steering head angle 66 degrees, caster 102 mm, spring travel f / r 118/120 mm. Service data service intervals every 6000 km oil and filter change every 6000 km / 3.5 l engine oil SAE 10 W 60 fork oil SAE 7.5 spark plugs NGK CR9EB, Champion G59C idle speed 1100 ± 50 / min valve clearance inlet / outlet 0.15 ?? 0.24 / 0.20 ?? 0.29 mm tire air pressure solo (with pillion passenger) front / rear 2, 2 / 2.4 (2.2 / 2.4) barWarranty two years with unlimited mileageColors red, blackPrice 14950 euros Additional costs 180 euros
MOTORCYCLE measurements – MV Agusta Brutale S
Performance1 Maximum speed * 251 km / h Acceleration 0 ?? 100 km / h 3.2 sec 0 ?? 140 km / h 5.3 sec 0 ?? 200 km / h 11.2 sec Pulling 60 ?? 100 km / h 5.0 sec 100 ?? 140 km / h 4.5 sec 140 180 km / h 5.7 sec Speedometer deviation effective (display 50/100) 48/97 km / h Fuel type Super consumption in the test at 100 km / h 7.9 l / 100 km at 130 km / h 8.8 l / 100 km Landstrasse 8.6 l / 100 km Theor. Range 221 kmDimensions and weightsL / W / H 2020/800/1180 mmSeat height 815 mmTurning circle 6250 mmWeight fully fueled 212 kg Permitted total weight * 370 kg Load 158 kgWheel load distribution f / h 51/49% tank capacity * 19 liters 5 meters Average deceleration 9.5 m / s2 Comments: The maximum deceleration of over 10 m / s2 is only reached at the end of braking. High braking stability thanks to a tight fork. Stop tendency at maximum deceleration. Handling course I (fast slalom) Best lap time 20.4 secvmax at the measuring point 104.4 km / h Comments: A stiff chassis and the stiff chassis help the Brutale S to achieve good lap times and high speeds. During the abrupt load changes on the course, the noticeable braking torque as well as the delayed gas response bothers. Good handiness when changing lean angles. Some time is lost at the turning point, because here too, due to the delayed throttle response and the power drop in the lower speed range, it only picks up speed again with a delay.
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