Brutale 1090RR (2010 - present) review
MV Agusta have been quiet of late and it’s 11 years since they made any kind of notable impact with the launch of the F4 750. The F4 was a superbike originally intended to propel Cagiva’s comeback, a bike that Ducati would have loved to have in their range but instead it put MV back on the map. Then came the Brutale and things looked good. But financial worries, a raft of new owners and a lack of direction ground MV’s restoration project to a halt.
MV Agusta have been quiet of late and it’s 11 years since they made any kind of notable impact with the launch of the F4 750. The F4 was a superbike originally intended to propel Cagiva’s comeback, a bike that Ducati would have loved to have in their range but instead it put MV back on the map. Then came the Brutale and things looked good. But financial worries, a raft of new owners and a lack of direction ground MV’s restoration project to a halt.
However, Harley-Davidson bought MV in 2008, blew the dust off the concept sketches and have given MV carte blanche to do what they do best. And they’re clearly fired up and keen to make up for lost time.
So enter two new models, the Brutale 990R and the Brutale 1090RR. Similar to the Brutale that was first launched almost a decade ago, you might think, but MV have retained the Brutale silhouette having changed 85% of the components. The most exciting change being an all-new 8-point traction control system.
The 1090RR is still 1078cc like the 1078RR but weighs 3kg less and, rather worryingly, has lost 3bhp to the 1078RR, on paper at least. But MV assure me they’re now quoting figures from a dyno that isn’t connected to the marketing department.
So it’s no surprise MV claim they were looking for better power delivery, not power gains - a claim that only stacks up if the bike is genuinely better to ride. The 1078RR was single-minded and harsh, not just with power delivery, and it didn’t suffer fools, nor foolish riding.
So to calm things down the wheelbase of the 1090RR is 28mm longer, thanks largely to a 20mm longer swingarm, so its stability is improved and the whole package is further enhanced by much better fuelling. When you don’t have to think about your throttle position or revs, you can get on with your riding and that’s precisely the feeling you get from the RR and exactly what you need on the road.
We rode on the sort of Italian roads usually reserved for postcards. Tight, twisty but with broken tarmac – great for photos and even better to highlight any bike’s weak points. First-gear hairpins required some clutch-slipping to soften off the eager motor, but along faster flowing bends, the power delivery is as sharp as you need, the whole package is plush, stable and right at home.
Read more to see how the MV Agusta Brutale fares around the Misano circuit
MV Agusta have been quiet of late and it’s 11 years since they made any kind of notable impact with the launch of the F4 750. The F4 was a superbike originally intended to propel Cagiva’s comeback, a bike that Ducati would have loved to have in their range but instead it put MV back on the map. Then came the Brutale and things looked good. But financial worries, a raft of new owners and a lack of direction ground MV’s restoration project to a halt.
However, Harley-Davidson bought MV in 2008, blew the dust off the concept sketches and have given MV carte blanche to do what they do best. And they’re clearly fired up and keen to make up for lost time.
So enter two new models, the Brutale 990R and the Brutale 1090RR. Similar to the Brutale that was first launched almost a decade ago, you might think, but MV have retained the Brutale silhouette having changed 85% of the components. The most exciting change being an all-new 8-point traction control system.
The 1090RR is still 1078cc like the 1078RR but weighs 3kg less and, rather worryingly, has lost 3bhp to the 1078RR, on paper at least. But MV assure me they’re now quoting figures from a dyno that isn’t connected to the marketing department.
So it’s no surprise MV claim they were looking for better power delivery, not power gains - a claim that only stacks up if the bike is genuinely better to ride. The 1078RR was single-minded and harsh, not just with power delivery, and it didn’t suffer fools, nor foolish riding.
So to calm things down the wheelbase of the 1090RR is 28mm longer, thanks largely to a 20mm longer swingarm, so its stability is improved and the whole package is further enhanced by much better fuelling. When you don’t have to think about your throttle position or revs, you can get on with your riding and that’s precisely the feeling you get from the RR and exactly what you need on the road.
We rode on the sort of Italian roads usually reserved for postcards. Tight, twisty but with broken tarmac – great for photos and even better to highlight any bike’s weak points. First-gear hairpins required some clutch-slipping to soften off the eager motor, but along faster flowing bends, the power delivery is as sharp as you need, the whole package is plush, stable and right at home.
Read more to see how the MV Agusta Brutale fares around the Misano circuit
Price: £13,950
Front suspension: 50mm upside-down forks Adjustment: Compression, rebound and preload
Rear suspension: Monoshock Adjustment: Compression, rebound and preload
Front brakes: 2 x 320mm discs, four-piston calipers Rear brake: Twin-piston caliper, 210mm disc
Wet weight: 190kg Seat height: 830mm Fuel capacity: 23 litres
Colour options: Red, Black
Engine: 1078cc, 16-valve, liquid-cooled inline four Power: 144bhp @ 10,600rpm
Torque: 83lb/ft @ 8,000rpm Bore & stoke: 79 x 55mm Compression ratio: 13:1
Top speed: 161mph
