Just when you think that MV Agusta can’t fit in the release of yet another ‘special edition’ before 2020 is out they prove us wrong, meet the Superveloce Alpine, inspired by the French sports car, the Alpine A110.
Superveloce Alpine, inspired by the French sports car, the Alpine A110
How the Italians at MV draw the link between themselves and a French car maker is beyond me but nonetheless, here we have it. There will be only 110 units of this special-edition released worldwide.
MV Agusta Superveloce Alpine
The Superveloce Alpine features MV Agusta’s signature inline 3-cylinder engine, with 147 hp at 13,000 rpm and comes with a host of dedicated accessories.
MV Agusta Superveloce Alpine
Monaco Design Studio, MV Agusta’s spearhead design division for the production of exclusive bespoke models, was involved in the project since the beginning and worked in close contact with its counterpart at Alpine.
MV Agusta Superveloce Alpine
The blue livery of the Superveloce Alpine exactly matches that of the current A110.
MV Agusta Superveloce Alpine
The raised “A” logos on the fairings are also reminiscent of the original A110 detailing, as well as the black Alcantara seats with blue stitching and the CNC-machined black rims.
MV Agusta Superveloce Alpine
To mark the collaboration between two national heritage brands, the French and Italian flags are displayed on either side of the front fender.
MV Agusta Superveloce Alpine
Timur Sardarov, CEO MV Agusta Motor S.p.A.
“Many Alpine customers are also big MV Agusta fans, and vice-versa. The Superveloce Alpine will ideally bring the two worlds together, with incredible synergies in terms of design, personality and style. We look forward to this collaboration with one of the most admired brands in the history of motorsport, and are confident that this new, superb limited edition will be met with enthusiasm by bikers and motorsport fans around the world.”
MV Agusta Superveloce Alpine
The price of 36,300€ equates to around $59,000 AUD but we are waiting for official confirmation of the Australian pricing.
MV Agusta Superveloce Alpine
MV Agusta Superveloce Alpine
Engine: 798 cc inline 3-cylinder – Euro 5
Power: 147 hp at 13.000 rpm
Top speed: 240 km/h
Dry weight: 173 kg
Compression ratio: 13.3:1
Colour: Alpine Blue/Ago Silver
Brushed aluminium decal on steering head with 001 to 110 progressive number
Metallic, matt avio grey trellis chassis
Matt silver painted side plates and single sided swing arm
Dashboard TFT 5” color display
Cruise Control
Launch Control
Bluetooth
GPS
MV Ride App for navigation mirroring, app-controlled engine, rider aids setup
On a recent visit to the MV Agusta factory on the banks of Lake Varese in northern Italy, I took the opportunity to chat with MV Agusta’s Russian-born CEO, Timur Sardarov.
The former London-based international businessman, who now lives in Italy, took over MV Agusta in December 2018 from the Castiglioni family when once again the historic brand hovered on the bring of extinction.
Timur Sardarov (L) and Adam Child (R) talk MV Agusta – Image by Milagro
Over the last few years there’s been a clear injection of cash and urgency with MV Agusta stepping up their game and delivering more new models than ever before. As we face the uncertainty of the current Covid pandemic, we managed to grab half an hour of Sardarov’s precious time.
Adam Child: Thank you for taking time to chat with us, I appreciate you must be really busy. Since you took over MV in December 2018, has the journey been what you expected?
Timur Sardarov: “It was tough, I thought it would be easier, but it would be much better if Covid hadn’t come. The company would be stable a bit earlier, but still we have surprisingly recovered for the first time in the history of MV Agusta. We have stable production, finances and stable plans – the company structure is proper and continues to be a family run venture. But there are, as always, small issues which we are dealing with.”
Timur Sardarov, CEO of MV Agusta Motor S.p.A.
AC: What have been your highlights?
TS: “This year we have launched five new models. In the history of MV Agusta, this hasn’t been done.”
AC: Aside from Covid is this where you expected to be?
TS: “Slightly behind, because of Covid, restrictions of movements and everything to do with regulatory bodies have put us three to four months behind schedule on some of the work we do, but generally Covid has brought the company together. With new management we are working to maximum capacity and with good spirits too.”
The MV Agusta factory
AC: Where do you see MV Agusta in the next 2-3 years?
TS: “MV Agusta is now going into the wider range of mobility. The journey will start in the lighter mobility segment and move to urban commuters that will be powered by electric propulsion. We will produce high-performance bicycles that are also electrified. We are working on a new 500 cc platform with quite an interesting philosophy and we are also working on our new adventure range that will be announced in next 3-4 months.
“We are also working on a brand new 950 platform and our 800 is going through major change with Euro 5. We took the opportunity with the Euro 5 transition to bring significantly more changes to all the bikes and all the platforms across the entire range. It’s not just Euro 5, it’s major change to the products in terms of styling and technical packaging – from next year I would say all our range could be considered new.”
AC: When I’ve spoken with your team before there’s been talk of the electric bikes coming from the Cagiva brand. Is that correct?
TS: “Oh, Cagiva is more utilitarian electric, more for B2B services – sharing platforms rather than lifestyle, premium lifestyle products like MV.”
Timur Sardarov- Image by Milagro
AC: Is a replacement for the F4 in the pipeline?
TS: “To be honest, that’s still on the drawing board. We currently have to work more towards electric propulsion rather than saving the combustion engine. MV Agusta is a small company compared to many others and for us it’s important to see where everyone is going and evaluate complex developments for the high-performance superbike. We realised that after a certain amount of power is produced, we spend more time removing that power, rather than applying it. We could produce a bike with 250 horsepower, let’s say, but there is probably only 2-3 per cent of the time when this power can be applied. So the quality of the rider plus the quality of the ride need to be balanced. Do we need to produce a bike with so much power when we spend 80 per cent of that production time removing this power to make the product reliable, safe and fun and more usable for the wider audience of rider?
“We are seeing performance cars with 1000 horsepower but this power is applicable – we can all use it, you or I. Put your foot down and you can use it as the electronics in a car protect you from doing stupid things! A bike is different, it’s not as easy as that, you have only one wheel with that much power; there are physics limitations.
2019 MV Agusta F4 Claudio
“We need to first see what will happen with electric, hybrid or combustion and whether we will need a massive engine with a lot of power or something different. The F4 is a brand in its own right that appeared at a time when the most technologically advanced product was the superbike. Will superbikes be important in five years, and still represent the biggest technological advancements? I don’t know. So it’s an interesting question, but perhaps another product will have that technological superiority rather than a superbike.”
AC: So I guess for a small company, if you were going to focus your efforts, it would be on the smaller capacity?
TS: “It’s important to move towards own-brand retail. The supermarket-style bike dealers are at the bottom of the food chain of the business, and Covid is putting nails in its coffin. Dealers will either have to be loyal to a brand to deliver the experience to customers, or they will be wiped out. The faster they realise this the better, otherwise this business will not exist in a couple of years.
MV Agusta have announced a number of dealers in Europe that only offer their motorcycles in 2020
“I’ve seen a lot of dealers in Europe deal with multibrands and I’m confident that this standard dealer model is dead. So, for me, in terms of investment, it’s about bringing in experience and showing the depth and history of the company to the customer.
“We are also moving towards becoming a mobility company rather than just a motorcycle company because we have a new DNA in which mobility is becoming more important. Thirty years ago the journey of the motorcycle rider started with a 50cc moped and now it starts with a scooter, so it’s a very different. We are also moving towards safe mobility, premium product and beautiful designs, but not too much about sports, as that’s a very dangerous area that could backfire on the company.
“Lifestyle, less pollutants, more comfortable, cheaper to own, reliable… this type of message is integrated into the product, which is why we are looking towards lighter motorcycles that are very connected. Our focus is adventure.”
Is mono-brand dealers the future? MV Agusta’s CEO thinks so
AC: When you say adventure – smaller or bigger capacity?
TS: “Both. We will bring two bikes, one will be 500cc one around 1000cc.”
AC: With your focus moving more towards introducing people to the brand with smaller bikes and the mobility market, how does that change your view towards racing, which you’re currently involved in with Moto2? Will the MV brand still need to be racing?
TS: “To be honest, we don’t need racing for our brand. It’s a good showcase, but it depends how we are approached. The company went through a crisis and we had to reduce our direct involvement in non-profit making activities so, we gave it up in 2017. All the racing we do now is done with partner teams and we are evaluating that involvement with Moto2. We are going to stay for 2021 and maybe the year after, depending on how that goes. In Supersport we are evaluating it right now: there is a chance we will come back ourselves over the next two years as a factory team. Racing is relevant but not top of the priority list.
MV Agusta’s racing heritage is looking to be taking a back seat in future development – Image: Mike Hailwood on an MV Agusta
“MV Agusta never made money, and the priority now is to make sure this brand is sustainable. I think I owe it to the company to love and make this brand work. Focusing on something that doesn’t make money would be a shame, as the industry would not be the same without MV Agusta.”
The huge investment in motorcycle shows will likely be directed elsewhere in the near future – EICMA 2019 pictured
AC: The way the media and manufacturers work is changing. Historically we would go to the international shows to see new models, how are you going to get the message over for MV Agusta?
TS: “Trade shows will not come back in the next 2-3 years, there will be less people and the significance of that investment is going to drop. I can tell you, for example, that the participation in EICMA in terms of people, products and time will cost MV more than one million euros. Multiply that by the amount of different shows that we have to attend to interact with our customers and the spend becomes significant. Is this an effective spend of money or not? I consider not, because its more for the public than the industry but the public is not coming – if this is only for the industry I’m pretty sure we can spend the same amount of money on a more effective way of delivering information – digital or direct – so that’s why we are evaluating how we are going to present the new products and how to communicate. We will still be introducing new Euro-5 models without EICMA.”
With no EICMA in 2020, the future of big bike shows remains uncertain
AC: Where do you see as the growing market – America, Europe, Asia?
TS: “For MV Agusta every market is growing. Number one market is Italy, we can grow by 2, 3… 5 fold here in a very short period of time. Same for Germany, UK, France and Spain, Netherlands… all the northern countries. Europe is our direct market, we can bring the clients, meet the collectors and I can be involved myself – we can be very intimate with our customers – we are friends with our clients. Many other companies have managers, but we are more entrepreneurial, easier to understand and more welcoming.
“Then there’s America, where we are now direct distributing. Things would have been so much better had Covid not intervened. America is a great country, but it is in disarray. Businesses on the ground are really struggling, which is why our events and activities have been halted.
“China is a modern market, where we have signed to build our network and I’m a great believer in this project. Then Japan, we are growing there. So I would say Europe, US, China and Japan, these are our biggest markets for MV Agusta to grow. Because we are so small, I can consider we are underperforming.”
Timur Sardarov, CEO of MV Agusta Motor S.p.A.
“From next year we will produce 10,000 bikes, which will be a record for MV Agusta. From there we will start to be strong and the market will feel that effect. Over the next three years we will grow in all the segments but with our production outsourced, especially for the 500 cc platform, which we are outsourcing to China, we will achieve 20,000-22,000 bikes in the next three years.”
AC: What is the current production?
TS: “Around 5,500.”
AC: Everything is currently produced in Italy, but in the future?
TS: “Everything above 500 cc is produced here in Italy, everything below 500 is produced elsewhere.”
MV Agusta Brutale 1000RR
AC: Finally, readers would like to know is more about yourself. Do you still ride bikes?
TS: “I used to ride bikes and own bikes but I do not consider myself as a rider. Am I a car or bike person? I would say car person, but I grew up in the north so I’m Russian, then I lived in London, but in the north there are very few bike riders. Now I ride bikes weekly, all different bikes – it’s not that I’m sticking to MV Agusta, for me it is very important to understand every single bike that we consider our competitor and there are a lot of good bikes in the modern world. I am a great advocate and supporter of the industry.”
AC: If we went to your house and opened the garage would we see bikes in there?
TS: “I have custom Harleys, custom BMWs and MV Agustas.”
AC: Did you ride in London?
TS: “Yes, it’s the easiest way to get around, now all my bikes from London are here in Italy.”
Timur Sardarov- Image by Milagro
AC: Do you support and follow the racing when you can?
TS: “I do, MotoGP is doing very well and I’m happy it’s growing compared to Formula 1, Moto GP is exciting, this year shows how unpredictable the racing can be so makes it more exciting than Formula 1. I think maybe Mir for this year. He is Spanish and everything is in Spain.”
When I was 17, I had three posters on my wall: a white Lamborghini Countach, Pamela Anderson in a swimsuit, and a Britten motorcycle. If I was 17 again, I’d add a poster of the MV Rush to my collection, because this is the poster bike of 2020, assuming 17-year-olds still have posters. Maybe it’s the screensaver of 2020. Either way, the Rush is a stunning bike and when it was unveiled at EICMA in November 2019 jaws hit the floor.
MV Agusta Rush 1000
When your base bike is already the hugely desirable Brutale 1000RR, you’re not going to be far off the mark with the special. From every angle it’s stunning, the huge carbon-enclosed rear wheel, adaptive cornering headlight, restyled rear end and small pillion seat, even a neat plate by the ignition switch to remind you which of the 300 bikes you have purchased. But as you’d expect the Rush isn’t a cheap date and wears a ride-away sticker price $62,490.
This isn’t just a show bike – even with the race exhaust it’s still homologated for Euro 4. And the titanium rodded engine will produce 209 hp at 13,000 rpm in this format.
We headed to Varese, the home of MV in northern Italy, to put this new and powerful bike through its paces.
MV Agusta Rush 1000
The bad news
It’s a limited edition run of just 300 bikes sold world-wide but, at over 60k, is a lot of money, though I’m sure the price will be a drop in the ocean for some collectors and enthusiasts. There is a good chance the Rush won’t depreciate and more than likely become a target for collectors and I doubt you’ll see a Rush being ridden in anything but perfect road conditions.
MV Agusta Rush 1000
The good news
Peak power and torque are high up in the rev range, with 116.5 Nm of torque made at 11,000rpm. The race kit, which consists of the homologated exhaust and different ECU, pushes power up to 209 hp from the standard 205 hp, and also smooths and boosts the torque delivery.
The screaming inline four-cylinder engine is the same as that found in the MV Brutale 1000RR and to achieve the impressive performance figures MV has introduced titanium conrods along with new valve guides and camshafts.. Lubrication has been improved, and the amount of oil needed for the engine has been reduced.
MV Agusta Rush 1000
The powerplant now breathes via a new air-box which is fed from longer air-intakes. On the standard model, the tuned engine releases its gases via a gorgeous four-into-one-into-four exhaust system which is made in partnership with Arrow. However, the race kit version benefits from just two exiting exhausts.
If the standard bike is Pavarotti, then the Rush with race exhaust is The Four Great Tenors plus a full orchestra. In the mountains north of Varese each long tunnel was a cacophony of noise as I quickly fed it gears that allowed the engine to scream. Thrashing a sweet-sounding MV through kilometre-long tunnels is highly addictive.
MV Agusta Rush 1000
It is impossible not to love the sound of the Rush, and with peak power at an eye-watering 13,000 rpm, you’ll find yourself constantly revving this Italian beauty. It loves to rev, and it feels like there is little mechanical friction as the revs rise so rapidly. The clutchless quick-shifter is effortless, and smooth revs perfectly match each gear change. In the hills it’s hard to ride slowly, as each time you see the road open up you tap back a few gears and are propelled forward at an alarming rate. But the downside is that in the real world there is little go below 6000 rpm. In fact, the party only really gets going above 8000 rpm.
The Rush will certainly pull cleanly from low rpm, and the fuelling is smooth, especially in the Rain mode, but it feels hesitant. It’s not slow, over 200 hp is never going to be that, and there isn’t a massive kick of power in the mid-range to worry about either, but like the 1000RR, the Rush almost has two personalities. Below 8000 rpm it’s mild and will go home early on a school night. Above 8000 rpm, eand specially over 10,000rpm, it wants to throw a TV out of a hotel window.
MV Agusta Rush 1000
I know the 1000RR works on the track, and I can see the same conclusion of the new Rush. MV quotes a top speed of over 300 km/h and, with 209 hp, I can see that. In the final third of the revs, the Rush just keeps on accelerating like a race bike. The semi-dropped café racer bars would make this speed almost bearable, and I’d love to try one on track.
And there is more good news
Öhlins semi-active suspension front and rear and each riding mode changes the action of the electronic suspension (Rain is softer than Race, for example). We only managed to ride the Rush on the road, and on the fast-flowing sections it’s hard to fault.
MV Agusta Rush 1000
You sit more in the bike than on, out of the wind, and it’s less physical than most naked bikes. Everything works: peg position, rear seat hump… you can really tuck in, carrying enormous corner speed with no fear of understeer like some naked bikes which push the front.
There is an addictive lean angle and G-Force display on the full colour dash. The clocks are excellent, but they are a little hard to see when the sunlight is directly behind you.
MV Agusta Rush 1000
In Rain mode,(softest mode) the suspension is still harsh when the road isn’t race track-smooth, over road imperfections like cobbles, potholes and speed humps. It’s not like riding a skateboard over cobbles, it’s not agony, but with such sophisticated suspension I would expect the ride to be a little plusher. A relatively thin seat exaggerates this feeling further. It’s simple to change the suspension and, if it was my bike I’d quicky change the Öhlins to allow a softer ride on the road.
MV Agusta Rush 1000
The corning ABS is welcome support, and on the road isn’t intrusive. One finger on the span adjustable lever is enough to stop the rev-happy fun. Again, like the rest of the bike, the stoppers have plenty of performance, you really don’t need anymore.
Both traction control and ABS braking are lean sensitive. There are eight levels of TC, which can also be de-activated, again via the dash or your phone on the MV app. It’s simple and easy to do and clearly shown on the dash. There is also launch control as standard, plus that up–down quick-shifter and cruise control.
MV Agusta Rush 1000
The rider aids are excellent, you don’t ‘feel’ the systems working. They are there to help keep you safe, allow you to ride to the conditions and your style and skill. The switchgear and clear dash make it easy to flick between modes, even turn off the traction and front-wheel lift on the move for some wheelie fun, which, of course, this 209 hp machine does effortlessly.
Verdict
If you’re looking at the price tag, then you’re probably looking at the wrong bike. This is the Lamborghini of the bike world and it sounds and looks fantastic, while handling like a race bike with no bodywork. It makes me smile every time but okay, it’s not very comfortable, the suspension is harsh around town, and there are a few niggles like reflections in the dash. But you don’t buy a Lambo’ because it’s comfortable. This is a bike you own because you love it and drool over it every time you open the garage door.
MV Agusta Rush 1000
MV Agusta Rush 1000 Specifications
Engine – 998 cc in-line, four-cylinder
Compression Ratio – 13.4:1
Bore x Stroke – 79 x 50.9 mm
Max Power – 208 hp at 13,000 rpm
Max Torque – 116.5 Nm at 11,000 rpm
Induction – Magneti Marelli / Mikuni EFI
ECU – Eldor EM2.10
Front Suspension – Electronic Ohlins Nix EC (120 mm travel)
Rear Suspension – Electronic TTX (120 mm travel)
Front Brakes – Brembo Stylema four-piston calipers, 320 mm rotors
Rear Brake – Brembo twin-piston caliper, 220 mm rotor
To celebrate its 75th anniversary, MV Agusta announced the launch of a special, limited-series anniversary model, the Superveloce 75 Anniversario. Reservations officially opened online through the brand’s newly designed website on Sunday November 15 at 00.00 AM, and were originally planned to close exactly 75 hours later.
MV Agusta Superveloce 75 Anniversario
Within seconds however, the Superveloce 75 Anniversario had sold-out. Fans and collectors stormed the website to pre-book the entire production almost instantly. An unprecedented success for a bike celebrating MV Agusta’s legacy of leading-edge technology, passionate craftsmanship and timeless elegance, the Superveloce 75 Anniversario will be produced in a limited series of only 75 units and a very limited amount will be making their way down-under.
MV Agusta Superveloce 75 Anniversario
The Superveloce was chosen as the base for this anniversary collector’s bike as it represents the balance between modern forms and MV Agusta’s racing legacy. The result is a bike featuring an Italian flag colour scheme, the dedicated graphic detailing, the black and gold Inmotion spoke rims and the red Alcantara rider and passenger seats. The engine is the same F3 800-derived inline three-cylinder engine as the Superveloce, developing 147 hp at 13,000 rpm for top speeds of over 240 km/h.
MV Agusta Superveloce 75 Anniversario
MV Agusta also created a dedicated 75th anniversary kit for its celebrative Superveloce, accompanied by a certificate of authenticity: Arrow three-exit exhaust system (for track use only), control unit with a dedicated map, numbered steering head aluminium plate, painted tail-cover and red Alcantara pad and a special bike cover.
MV Agusta Superveloce 75 Anniversario
Timur Sardarov – CEO MV Agusta Motor S.p.A.
”We chose the Superveloce as an iconic base to develop our celebrative model for it perfectly embodies the balance between modern forms and MV Agusta’s racing legacy. I am glad the launch of the 75 Anniversario coincides with that of our new official website, which was designed to offer MV Agusta fans around the world a complete, immersive experience into our world. I was convinced Superveloce 75 Anniversario would be a success, but I didn’t expect it to go sold-out in just a few seconds. To all those who did not manage to book one, I can only say that their enthusiasm and loyalty are a true inspiration for us all as we continue handcrafting, with immense pride and passion, our unique pieces of motorcycle art.”
2020 MV Agusta Superveloce 75 Anniversario
Engine
Three cylinder, 4 stroke, 12 valve, DOHC with mechanical chain tensioner
Total displacement
798 cc (48.7 cu. in.)
Compression ratio
13.3:1
Starting
Electric
Bore x stroke
79 x 54.3 mm (3.1 x 2.1 in.)
Max. power
108 kW (148 hp) at 13,000 rpm
Max. torque
88 Nm (8.97 kgm) at 10,600 rpm
Performance
Maximum speed* 240.0 km/h (149.1 mph)
Cooling system
Cooling with separated liquid and oil radiators
EMS
Integrated ignition – injection system MVICS (Motor & Vehicle Integrated Control System) with six injectors Engine control unit Eldor EM2.0, throttle body full ride by wire Mikuni, pencil-coil with ion-sensing technology, control of detonation and misfire Torque control with four maps, Traction Control with eight levels of intervention
Quick shift
MV EAS 2.1 (Electronically Assisted Shift Up & Down)
Clutch
Wet, multi-disc slipper clutch
Transmission
Cassette style; six speed, constant mesh
Primary drive
22/41
Final drive ratio
17/43
Chassis
ALS Steel tubular trellis frame, aluminium alloy swingarm
Front suspension
Marzocchi 43 mm USD telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment
Fork travel
125 mm (4.92 in.)
Rear suspension
Type Progressive Sachs, single shock absorber with rebound and compression damping and spring preload adjustment
Rear travel
123 mm (4.84 in.)
Front brake
Double 320 mm floating disc, Brembo four-piston radial-type monobloc caliper
Rear brake
Single 220 mm steel disc Brembo two-piston caliper
ABS
System Bosch 9 Plus with Race Mode and RLM (Rear wheel Lift-up Mitigation)
Titanium components Intake and exhaust valves, TFT 5in color display, Cruise control, Bluetooth, GPS, App MVride for navigation mirroring, app-controlled engine, rider aids setup, Fuel Cap (with leather strap), spoke wheels with aluminum rims (goldbody, black spokes, nipples, hubs), rider and passenger seat in red Alcantara, 75th Anniversary graphics with Italian tricolour paint job, steering head numerated aluminium plate
Racing Kit
Arrow racing 3 exit exhaust system + Control unit with dedicated Map, Dedicated bike cover, painted tail cover and red Alcantara pad, battery charger, authenticy certificate
The unprepossessing MV Agusta 600 Four soon faded from the catalogue to be replaced by the 750 S which was produced from 1970 until 1975 – although only 583 were built in that time.
MV Agusta 750 S ‘Sport’MV Agusta 750 S ‘Sport’
The S (also known as the Sport) was a marked contrast in appearance to its predecessor – an out and out sports machine (although the shaft final drive was retained). A new tank and seat were the most obvious changes from the 600.
MV Agusta 750 S ‘Sport’
Additionally a double sided twin leading shoe drum front brake replaced the twin discs of the earlier bike.
MV Agusta 750 S ‘Sport’
The motor used an increased bore to achieve the 743 cc capacity and four 24 mm Dell’Orto carburettors were fitted as standard. Otherwise the engine was not much changed. Power was up to 72 hp at 9,200 rpm, while wet weight was 245 kg.
MV Agusta 750 S ‘Sport’
A much rarer SS version was also produced that had the output increased to 76 hp at 9,900 rpm and a full fairing. An even rarer (33 made) GT model was also offered for a couple of years (See – MV Agusta 750 GT).
MV Agusta 750 S ‘Sport’
The bike seen here is an S fitted with the optional full fairing.
MV Agusta 750 S ‘Sport’MV Agusta 750 S ‘Sport’MV Agusta 750 S ‘Sport’MV Agusta 750 S ‘Sport’
Ugly is the word usually used to describe MV Agusta’s 600 Four! However from such undesirable seeds something universally acclaimed as beautiful grew (and is the subject of the next column).
MV Agusta’s 600 FourMV Agusta’s 600 Four
MV finally produced a road going four cylinder motorcycle in 1967 (after the prototype was displayed at the Milan Show in 1965) after racing them since 1950. They had even shown the road going 500 cc four-cylinder R 19 prototype back in 1950!
1951 MV Agusta 500/41950 MV Agusta R 19
However the 600 Four was not some racy sports model but a sedate tourer. This was a deliberate move on Count Agusta’s part to make it as hard as possible for privateer racers to convert the road bike into a race machine. Not many of the 127 produced have survived as they were fairly easily converted into the much more desirable 750 Sport.
MV Agusta’s 600 FourMV Agusta’s 600 FourMV Agusta’s 600 Four
While originally fitted with a pair of 24 mm Dell’Orto carburettors, four were an option on later production bikes. The disc brakes were mechanically operated. Power was 50 hp at 8,200 rpm, with a wet weight of 221kg. A top speed of 175 km/h was possible.
MV Agusta’s 600 FourMV Agusta’s 600 FourMV Agusta’s 600 Four
This machine was the original US press bike and was bought by a doctor in California who kept it for 40 years without riding it – before being obtained by the current owner and moved to New Zealand, where it is ridden regularly. It is in original condition.
MV Agusta Motor S.p.A. has announced a new strategic partnership with Benelli owner QJ-Motor Co. for the distribution of the brand’s motorcycles in China. QJ Group is one of the largest and most prominent two wheeler manufacturers in China, with extensive commercial presence in the region.
The agreement will initially concern the distribution of MV Agusta models through a network of flagship stores across the country, providing the highest standards of service to Chinese customers. At a later stage the partnership will also have important developments on the industrial front, and collaboration in that sense is presently being defined.
Timur Sardarov, CEO MV Agusta Motor S.p.A.
“I am thrilled about this agreement with QJ for the second phase of our expansion into the Chinese market. It is a very ambitious long term partnership that will make MV Agusta the number one Italian premium motorcycle brand in China in the next 5 years. QJ is one of the leading global players in terms of scale, market presence and quality standards and I am confident that with such a solid partner we will reach, and possibly beat, all our commercial objectives very rapidly. We are also developing a further, important collaboration on the industrial front, which we will announce shortly.”
After the successful launch phase in collaboration with Fekon Co., who was instrumental in the introduction of MV Agusta motorcycles in China, QJ will now take over the 7 existing mono-brand stores and expand the sales network with an additional 21 stores within 12 months and service centres with the objective of rapidly and significantly incrementing MV Agusta’s presence and visibility on the Chinese market. QJ has an impressive track record and considerable experience in managing international prime brands.
Dongshao Guo, General Manager of Qianjiang Motor Co.
”We thank MV Agusta for choosing to establish a new strategic partnership with us. MV Agusta is a world-famous brand with a long history, and also an old friend and close partner of Qianjiang Motorcycle. This cooperation is not only a strong combination of the two sides’ business, but also a further recognition of the brands and ideas of each other. We hope that in the future we could work together to bring in for the Chinese customers more high-performance motorcycles that are fashionable, easy to handle, and fun to ride. We aim to make motorcycle travels freer, greener, and more passionate.”
Motorcycle Test by Adam Child ‘Chad’ – Photography Tim Keeton
When MV Agusta first unveiled the Superveloce in 2018, my jaw hit the floor. Now, on a perfect summer day in the UK, on the actual production bike, which isn’t too far removed from the beautiful prototype, I’m in love again. She is stunning.
MV Agusta Superveloce 800
A simple question, is there a more desirable, sexier, production bike on the market?
It’s unique, a throwback to the ’70s when MV dominated racing, it’s individual and daring. It’s built and manufactured in Italy, produced by an iconic brand, with an eye for detail.
MV Agusta Superveloce 800
Check out the single LED headlight and taillight, the protruding three exhausts give you an indication of it’s the engine, the ‘dummy’ leather strap over the fuel tanks, is lavish, over the top, doesn’t’ have a purpose, but I still like it.
MV has hidden all the fairing fasteners and unsightly bolts, it gives the appearance the sculpted 70’s bodywork is floating – it’s the attention to detail and lavish styling I love.
MV Agusta Superveloce 800
On looks alone, it must be one of the highlights of this year, arguably the last five-years. It’s based on the highly acclaimed, track-focused, if slightly dated F3, so it should perform. But, does it go as well as it looks? A week in the UK and nearly 1500 kilometres miles should give us some answers.
Peak power and torque is identical to the MV F3 which was launched back in 2013, yes that long ago. Peak power is 148 ponies at 13,000 rpm while the 88 Nm of torque peaks at 10,600rpm. The torque and power curves are identical between the two models, however the Superveloce has altered fuelling to compensate for the change in the air-box intake runners, which differ slightly from the F3.
MV Agusta Superveloce 800
In today’s world where super-naked and superbikes are producing eyewatering power, the new MV may not have the power figure to impress mate down the pub, but in the real word, on the road, the power is impressive and usable. You don’t have to dance around on the gear selector in search of power, the three cylinder, complete with counter-roting crank, has usable power lower down in the rev range, then really starts to take off and run from the mid-range onwards. There are also four rider modes, Sport, Race, Rain and a Custom mode which changes the engine characteristics and throttle response.
MV Agusta Superveloce 800
The three protruding exhausts down onside sound as good as they look. MV always produces a lovely sounding bike and the Superveloce continues that tradition. In-line triple engines sound great, and despite passing Euro-4 legislation the MV sounds tops via the 3-1-2 exhaust, more so as you send the digital rev-counter towards its redline. At tick-over its mildly humming, but still sounds unique. As the revs build so does its lungs, the MV is one of those bikes you just love to rev, just to hear the three exhausts holler.
On the road, you’d don’t really need to drop back a few gears for an overtake and you don’t have to leave every 50 km/h zone in second gear, there is more than enough usable torque, but because it sounds so good you can help to flick back a few gears, to allow the engine scream. The gear changes are effortless, due to a super smooth gearbox with an up and down quick-shifter. The auto-blipper matches the revs every time on rapid down changes, and the cut in power on up changes is race bike like, smooth and fast – love it. Even at low speeds, around 50-60 km/h the clutchless changes felt smooth on fuss-free. On occasions, I did accidentally manage to find neutral between 1st and 2nd, but only a few times on an 1200-km test.
MV Agusta Superveloce 800
The upper half of the rev range this is where the MV is the happiest though, in its element. Make no mistake the Superveloce is a quick bike, it might look like a 70’s throwback, but underneath there is still a F3 engine which wants to run. In the first gear and occasionally in second gear the eight-stage traction control must work overtime to keep the front wheel in contact with the ground. The counter-rotating crank, combined with a rider pushed forward over the top yoke, means it’s not a wheelie happy bike, you’re not fighting the front to keep it on the road, instead it just accelerates forward. However, if you do want to impress your mates it’s more than happy to loft the front, once you’ve deactivated the TC, which is easy to do and can be done on the move, thanks to the easy-to-use full colour TFT clocks. The Superveloce may look like a work of art, but don’t be mistaken it’s still a 240 km/h sportsbike underneath that retro clothing. It’s like Usain Bolt in a 70’s tracksuit.
Back in the real work, away from wheelies and top speed, MV has always been criticised for poor fuelling at low speeds. In Race mode, as you’d expect it’s a little harsh, but in Sport and even more so in Rain mode is much softer and easy-to-use. I, unfortunately, had to ride through a biblical rainstorm, lots of standing water and was thankful for the soft Rain mode.
MV Agusta Superveloce 800
The manual suspension set-up, fully-adjustable Marzocchi up front, and fully-adjustable single Sachs unit at the rear is identical to the F3. But for this year MV has added a new progressive linkage on the rear and revised the fork’s settings. The overall set-up, as you’d expect, is on the sporty side, but it’s not overly harsh, this isn’t a race bike for the road. But equally this isn’t a softly sprung sports bike, like a Triumph Dayton Moto2 for example, it’s friendly but only up to a point.
Like the engine the faster you ride, the happier the suspension and handling is, it copes with braking, acceleration, and cornering loads with ease. You could roll out onto a track day with little complaints, the set-up is track-ready with standard tyres. The Superveloce feels at home on the fast, smooth, and flowing sections; at times I had to remind myself I wasn’t in race leathers and had to pull my knee in to avoid contact with the road.
MV Agusta Superveloce 800
On bumpier, uneven sections the MV doesn’t feel as accomplished as it did on the fast-smooth sections. It’s stable, it’s not overly harsh like MV’s new Brutale 1000RR, and again the faster you go, the more you load the suspension the happier it feels. But on the odd occasion, the rear did jolt my spine. If I lived somewhere remote, used more B-roads than A I’d certainly think about opening up the suspension, make it plusher, more road-focused than track.
Around town at slow speed, whilst constantly admiring your reflection you will grimace from time to time. Pot-holes and speed humps aren’t your friends. The riding position is on the radical side, the seat isn’t soft enough – don’t forget that black visor to hide your discomfort. But aside from posing why are you in town? Get away from the big smoke, allow the MV to breathe, enjoy the sporty handling, and decide if it’s kneed down or knee up.
MV Agusta Superveloce 800
Like the suspension the Brembo radial stoppers are stolen from the F3, the same high quality set-up. Without an IMU, which measures lean angle, adjustable ABS braking is conventional and not lean-sensitive. I never had a problem with conventional ABS but some riders/owners may have expected cornering ABS on a premium new 2020 model.
I rode the Superveloce in all conditions and was happy with the brake set-up. In the wet, the Pirelli Rosso Corsa 2 tyres are much better than they appear, and the ABS isn’t too intrusive. In the dry the brake lever has a nice progressive feel to it, the Marzocchi forks drive smoothly in the stroke, not too rapidly and rebound is controlled. Braking is impressive as you’d expect from a bike based on the F3.
MV Agusta Superveloce 800
As mentioned earlier, the new Superveloce doesn’t have an IMU therefore the eight-stage traction controls isn’t lean-sensitive. However, traction control intervention and reintervention are smooth and effortless. Furthermore, it is a doddle to change on the move, I was up to eight the maximum setting in the wet, and deactivated the TC for the photoshoot.
The all-new full-colour five-inch TFT clocks are easy to navigate, are clear, with simple graphics. It’s easy to change the TC on the move, or even de-activate it without stopping. I don’t have to scroll through various screens and sub-menus, it’s simple and intuitive. I love the new clocks, and unlike the MV 1000 Brutale 1000RR, the are in the correct position, behind the retro screen not near the fuel cap. The new clocks allow Bluetooth connectivity and communication with the MV Ride App. Again, the app is simple and easy to use, you can track your ride, even change the settings like ABS and TC all from your phone.
It may appear to be a 70’S throwback, but the new clocks give you the very latest technology. The only downside is they are hard to read when the sun is low and behind the rider. The rider modes are easy to change, again it’s simple this time done via the start button, but again in low light, it’s hard to read as sometimes Rain mode looks like Race mode, maybe they should have called it wet and track mode.
Cruise control comes as standard, and as mentioned so does the up-and-down super smooth quick-shifter. Cruise control hints towards, dare I say practicality, if you can say that about a retro MV with bar-end mirrors, which aren’t that bad, but surprisingly good in fact.
MV Agusta Superveloce 800
As you’d expect there are some lovely accessories to play with, carbon trinkets, the CNC almuminium spoked wheels are mouth-watering, and there’s an aftermarket Arrow race exhaust. The open exhaust for tack use only pushes power to 112kw and looks stunning with two pipes exiting on the right and one on the left. I’m told, it sounds amazing, which I’m sure it does.
Verdict
In many ways we can simplify the new MV Superveloce, it’s essentially a highly acclaimed F3 with new clocks, stunning styling, and revised suspension for 2020.
Take one of the best-handling bikes in your range, if not in the middle-weight category, leave the stunning in-line triple alone, don’t fix what isn’t broke, make it sound great, and cover it in unique, inspiring bodywork and styling. MV couldn’t go wrong really. I think it’s jaw-droppingly beautiful, and underneath is a motor and handing to match.
MV Agusta Superveloce 800
This is a true retro racer which in the right hands could indeed embarrass dedicated sports bikes on the track. It’s not the most comfortable, especially in town, the screen is too low on the motorway, and pillions will have to be brave or stupid. However, if you can live with the discomfort and the price, and yes MV dealers are sparse, then you’ll fall in love every time.
As you’d expect from MV, and like anything attractive from Italy, at $32,990 the new Superveloce is not exactly cheap. The fact that MV Agusta Australia do include a three-year warranty, two-years road-side assist, and service intervals are a lengthy 15,000 kilometres does helpen to soften the blow. The first Australian stocks arrive later this month (September). There is also a new colour option recently announced (Link).
MV Agusta Superveloce 800
MV Agusta Superveloce 800 Specifications
Engine
798 cc triple-cylinder four-stroke, 12-valve
Bore x Stroke
79 x 54.3 mm
Compression Ratio
13.3:1
Claimed Power
108 kW (148 hp) at 13,000 rpm
Claimed Torque
88 Nm at 10,600 rpm
Induction
Integrated ignition – injection system MVICS (Motor & Vehicle Integrated Control System) with six injectors Engine control unit Eldor EM2.0, throttle body full ride by wire Mikuni,
Gears
Six-speed, MV EAS 2.1 (Electronically Assisted Shift Up & Down)
Clutch
Wet, slipper
Frame
ALS Steel tubular trellis
Forks
43 mm Marzocchi “UPSIDE DOWN” telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment – 125 mm travel
Shock
Progressive Sachs, single shock absorber with rebound and compression damping and spring preload adjustment – 123 mm travel
Tyres
120/70-17 (F) 180/55-17 (R)
Front Brakes
Double floating disc with Ø 320 mm (Ø 12.6 in.) diameter, with steel braking disc and flange – Brembo radial-type monobloc, with 4 pistons Ø 34 mm (Ø 1.34 in.)
Rear Brake
Single steel disc with Ø 220 mm (Ø 8.66 in.) dia. Brembo with 2 pistons – Ø 34 mm (Ø 1.34 in.)
Electronics
Torque control with four maps, Traction Control with eight levels of intervention. Bosch 9 Plus ABS with Race Mode and RLM (Rear wheel Lift-up Mitigation). Cruise control – Bluetooth – GPS – App MVride for navigation mirroring, app-controlled engine, rider aids setup
Instrumentation
TFT 5”color display
Dry Weight
173 kg
Kerb Weight
NA
Seat Height
830 mm
Wheelbase
1380 mm
Rake / Trail
NA / 99 mm
Fuel Capacity
16.5 litres
Service Intervals
15,000 km / 12 months
Warranty
Three years, unlimited kilometres, two-years roadside assist
Offer available on new models only. Stock and availability may vary between dealers. Offer is only valid on MY18 Dragster 800 RC and MY19 Dragster 800 RR, Dragster 800 RR America, and Dragster 800 RR Pirelli. Offer valid when selected models are purchased between 10th August 2020 and 30th September 2020. Excludes demonstration models. Not in conjunction with any other offer or rebate, and while stocks last. Only available at participating dealerships. For further information, please email us at [email protected].
*Finance to approved customers. Advertised finance payments based on a term of 84 months at 6.99% (comparison rate 7.93%) based on a ride away price of $24 990. WARNING: Comparison rate of 7.93% based on a 5-year secured loan of $30,000. This comparison rate applies only to the example or examples given. Different amounts and terms will result in different comparison rates. Costs such as redraw fees or early repayment fees, and cost savings such as fee waivers, are not included in the comparison rate but may influence the cost of the loan. Actual rates used to calculate monthly payments vary and will depend on each individual’s financial situation, contract type, term, deposit and balloon repayment. The repayment amount provided above is an approximate guide only and may not take into account all fees and charges. Finance arranged through Urban Motor Finance, Australian Credit License number 483180. ABN: 58 165 692 017.
Motorcycle test by Adam Child ‘Chad’ Photography Fabio Grasso & MV
Where do I start with the dramatic MV Agusta Brutale 1000 RR? It looks like it’s doing a million miles an hour stood still. I can’t remember a recent bike that is so dramatic, individual and, perhaps because it says MV Agusta on the fuel tank, exclusive. I spent nearly a week with the MV yet was still admiring it and finding new parts to fall in love with when I gave it back. From the front, the distinctive Porsche-like headlights make it immediately identifiable as a Brutale. The cut-away rear seat section featuring four-protruding silencers and a sculpted singled-sided swing-arm combine to make one of the best rear ends on the market… But, like everything exclusive and Italian, the MV comes at a price – an eye-watering $52,190.
MV Agusta Brutale 1000 RR
It’s not just about the looks, though. The new MV Brutale 1000 RR is the most advanced MV to date, and its titanium rodded engine now wants to rev higher and create even more power: a quoted 208 Italian horses. I couldn’t wait to find out if the 2020 Brutale went as fast as it looks, which is why we headed to Italy to find out both on road and track, flicking between Pirelli Rosso Corsa 2 rubber and Pirelli SC3 Slicks to get a real flavour for this Italian beauty. Yes it’s a tough job but someone has to do it.
MV Agusta Brutale 1000 RR
Even if you say it quickly, $52,190 is a lot of money, making the Brutale 1000 RR the most expensive naked bike on the market. Ducati’s Streetfighter V4 S, arguably MV’s closest competition, also comes with semi-active Öhlins suspension and 208 hp but is almost 20k less at $33,900 ride away. Aprilia’s factory Tuono, also with semi-active suspension, is even cheaper at $29,890 ride away.
MV Agusta Brutale 1000 RR
Yes, you could argue the MV has more exclusivity and that with all its carbon and other goodies, and is the most eye-catching. MV though will say, ‘you’re buying into the image, brand and exclusivity. If you want a Rolex, you must pay Rolex money.’
MV Agusta Brutale 1000 RR is available in two different colour schemes
Power and torque
It’s crazy to think that if you don’t’ have over 200 hp in the super naked class then you’re turning up to a gun-fight with a knife. MV has really pushed the boundaries with the 998cc Brutale which now produces a quoted 208 hp at 13,000 rpm. To put that in perspective, the new MV is on par with Ducati’s Streetfighter, which, remember, has a much larger capacity (1103cc), and is way ahead of Aprilia’s Tuono, which produces ‘just’ 173 hp.
MV Agusta Brutale 1000 RR
That relatively small 998 cc capacity and the inherent engine characteristics of an in-line four-cylinder mean that maximum torque – 116.5 Nm at 11,000rpm – is reasonably high in the rev range, and only bettered by larger capacity bikes in this category. In comparison to other 1000 cc naked machines, it’s way ahead.
MV has achieved this impressive output through a series of engine improvements, the main and the most expensive being the introduction of titanium conrods, allowing the engine to spin faster and higher. There are also new valve guides and camshafts with altered timing on both the exhaust and intake valves. Lubrication has been improved while the amount of oil needed for the engine has been reduced.
Four-into-one-into-four exhaust system which is made in partnership with Arrow
The screaming in-line-four now breathes via a new air-box which is fed via longer air-intakes. The tuned engine now releases its gases via a stunning four-into-one-into-four exhaust system which is made in partnership with Arrow. There’s new Mikuni ride-by-wire fuelling with eight injectors and four rider modes (Sport, Race, Rain, and a Custom mode).
Time to ride
Thankfully the four-into-one then back-into-four exhaust sounds as good as it looks. MV doesn’t know how to make a bike sound dull. It’s passed Euro-4 homologation yet sounds fantastic. At low rpm there is a distinctive burble, it sounds mechanical, soulful and very Italian, not bland or near-silent like some Japanese bikes. On large throttle openings, from low in the revs you can hear the air-box breathe, you can feel it gasp for air, ready to fire you forward. Dance on the fluid and fast up-and-down quick-shifter, get the revs building, and boy does the RR let out a scream. The MV loves to rev, maximum power is at 13,000 rpm, but it will continue revving a little more. I’d forgotten how much in-line four-cylinder machines enjoy revs and, now with lighter internals like titanium rods and less friction from new pistons, this one is more than willing to sing a high-revving chorus.
MV Agusta Brutale 1000 RR
However, there is a flip side to all this, and that is the lack of drive and torque lower down in the rev range. Below 6000 rpm there isn’t a lot going on and the party doesn’t really get started to 8000 rpm. Yes, it will pull away cleanly from low in the rpm, but not with any real urgency and it feels laboured. For rapid acceleration from low speed, exiting a low corner, or for a quick overtake past slow-moving vehicles, you need to flick back a gear or two.
Thankfully the gearbox in partnership with the up-and-down quick-shifter is effortless and smooth, but on a few road occasions I felt short-changed and wished I’d flicked back another gear or maybe two. Not ideal for the road. While I’m knocking myself off the MV Christmas party list, the fuelling is okay but not perfect, which is not what you’d expect for a 52-grand bike. Race mode is too way too sharp and aggressive for the road, and Rain feels like you’re towing a caravan. MV has historically had niggles with fuelling and this has improved hugely over the years, their fuel injection has improved on every model I’ve ridden, but so has the competition, for whom fuelling isn’t even an issue. The Brutale RR has four Mikuni injectors supplemented by another four larger Magneti Marelli injectors for higher throttle openings.
MV Agusta Brutale 1000 RR
Arguably, this F4 Superbike-based café racer, complete with bar-end mirrors, was never intended to for meandering about on or even for commuting into town. Instead, tuck in, lie on the tank and make it scream. On track, you shouldn’t really let the revs drop below 8000 rpm. Simply keep it pinned and ride it like a 600, only changing gear when you venture near the rev-limiter.
When the revs are in the top third of the range, this is one fast naked. 200 hp was enough to win in British Superbike a few seasons ago, now it’s driving an unfaired road bike. When you ride it hard acceleration doesn’t seem to tail off, it just keeps revving and accelerating. Even when you tap into top it shows no sign of tailing off. Occasionally I was seeing 165-170 mph on the full-colour digital speed and still accelerating, revs still rising.
MV Agusta Brutale 1000 RR
Mind you, it’s not easy to see the updated TFT dash because it is too close to the fuel cap, angled up and hard to read. The dropped bars, however, work perfectly at high speeds, and you can get really tucked in, arse up against the sculpted pillion seat, toes on pegs. Even at 150 mph it was bearable, you can’t say that about most hyper-naked bikes.
Handling
Like the engine, there are two stories to the chassis and handling. Historically MV has always scored highly in the handling stakes, especially on the track, but have been let down in real world performance on the road. It’s a similar story for the new 2020 Brutale RR, despite being more user friendly than ever (if you can call a naked 208 hp superbike ‘friendly’).
MV Agusta Brutale 1000 RR
It’s still harsh on the road. Even in the softest mapping Sport mode, the Öhlins semi-active suspension can be a little brutal, especially the rear. The front isn’t too bad – there is the odd jolt over large imperfections – but the rear I would struggle to live with on the road. This may be exacerbated by the narrow seat, or the lack of travel/sag in the rear shock – either way it causes uncomfortable jolting over bumps. I opted to soften the settings via the custom mode, which can be done on the dash, or via your phone using the MV Ride App. But again, even with the suspension softened, the rear was improved but still occasionally harsh and firm. On billiard table-smooth surfaces, up in the mountains on stunning roads which surround Mount Etna, it is not a problem. But in town, on poorly surfaced roads, it became a painful issue. Even on the motorway, I had to occasionally lift my bum off the seat to ease the pain whilst crossing poor over-banding on bridges.
MV Agusta Brutale 1000 RR
Again, you could reason that few owners will be riding a new 52-grand MV around town, and that it belongs on mountain passes and fast smooth roads. And yes, the front-end feeling is good, there’s a nice connection and feel as you roll into a corner. The racy, dropped bar position feels more natural at speed, and encourages you to hang off the inside. But then you hit a series of bumps and the rear jolts and you lose the confidence to push on, despite the excellent rider aids keeping you safe.
On the track, where the surface is consistent and bumps are kept to a minimum, the MV comes together. It works. You can even flick into Race mode, which gives even more suspension support. Here the new Brutale is in its element and feels like a race bike with the bodywork removed. Ground clearance is huge, the dropped bars allow you to hang off naturally, knee brushing every apex. That huge power combined with taught suspension means the bike feels alive, though never unstable, even at very high speeds. There is a little movement in the bars, but nothing alarming which is impressive for a bike with a short wheelbase and so much drive.
MV Agusta Brutale 1000 RR
You sit more in the bike, out of the wind, and it’s less physical than most naked bikes – the best compliment I can bestow is that it feels and handles like a race bike with the bodywork removed. Everything works: peg position, rear seat hump… you can really tuck in and carry enormous corner speed with no fear of understeer like some naked bikes which push the front. Excellent.
Time to stop
All the ingredients are there: huge grip generated by sticky Pirelli rubber, high quality Öhlins 43mm semi-active forks, and the very latest Brembo Stylema Monobloc four-piston calipers grabbing 320 mm discs, all backed up with cornering ABS. On the road, just a brush of the span adjustable lever is enough to haul it up with precision and feel, but on the track the ABS is too intrusive and the ABS cycling is too slow. On the road, in protective jacket and jeans, I never really pushed on hard enough to test the stoppers, and I had no complaints. But on track, the ABS didn’t quite match the ‘high-tech’ feel exuded by the rest of the bike.
MV Agusta Brutale 1000 RR
On the track, braking from 160 mph plus down to 50 mph or less had the ABS behaving a little more intrusive than I would like. Sometimes there was a faint judder or pulsing in the lever occasionally when a few bumps were thrown in to really test the set-up. I wanted to brake deep into the apex, trailing the brakes but the ABS, with this inconsistency, wouldn’t allow me to do this.
MV Agusta Brutale 1000 RR
Rider aids keeping the wheels in-line
As expected and in line with the competition, a six-axis IMU now sits at the heart of operations, and communicates with the traction control and ABS braking. There are eight-levels of TC, which can also be de-activated, again via the dash or your phone on the MV app. MV now call their anti-wheelie ‘front lift control’, rather than dramatically cutting the power when the front wheel lifts from the bitumen or the forks extend dramatically, it will now hover slightly as power is reduced to ‘hold’ the wheelie, rather than dramatically cutting the power. Launch control is also standard plus that up-and-down quick-shifter and cruise control.
MV Agusta Brutale 1000 RR
The rider aids, particularly the traction control, are excellent. On track, you don’t ‘feel’ them working, which is usually an indication of a smooth system. It’s worth noting that on track we ran Pirelli slicks and, on the road, conditions were perfect, grippy Pirelli Diablo Rosso tyres were doing the work. It will be interesting to see how the rider aids perform in less than favourable conditions in winter. And as mentioned before, the full-colour TFT dash is lovely to look at and reasonably easy to navigate, but on the move is too close to the rider, and reflects the sunlight badly. This also makes it hard to see which mode you’re in and how much TC you’ve added or removed.
Verdict
There is so much to love and appreciate about MV Agusta’s new Brutale 1000RR. The styling, for starters, is unique, it’s sculpted like a work of art. It’s exotic, and owners will be buying into a unique brand.
MV Agusta Brutale 1000 RR
It is certainly the best MV Brutale to date with huge power and is thrilling engine performance towards the last third of the rev range. It handles like a race bike without bodywork, and the rider aids are the finest to grace an MV to date. On track it is wonderful to ride – exciting and involving – but there are drawbacks. On the road the rear is too harsh, even when you soften the electronic Öhlins suspension, the fuelling is far from perfect and the TFT dash, though attractive, is too close to the rider. And we’ve not mentioned the price. Yes, we always expect an MV to be slightly more than the competition, but 22k more than an Aprilia Factory Tuono is a big pill to swallow.
So yes, there is a lot to applaud. MV have clearly done their homework and have made a stunning-looking naked that works superbly on the track. Would I love to own one? Yes, but only for long enough to make my friends envious and for some fast blasts on smooth roads or track-days. Personally though, would I purchase one over the cheaper, more road oriented competition? Sorry, no. But then again perhaps the key is in the name, ‘Brutale’, as in English that translates best to Brutal and it certainly lives up to its name.
MV Agusta Brutale 1000 RR
MV Agusta Brutale 1000 RR Specifications
MV Agusta Brutale 1000 RR Specifications
Engine
998cc four-cylinder, DOHC radial valve
Bore x Stroke
79 x 50.9 mm
Compression Ratio
13.4:1
Claimed Power
208 hp at 13,000 rpm
Claimed Torque
116.5 Nm at 11,000 rpm
Induction
Eldor EM2.10, MVICS, 8-injector
Gears
Cassette six-speed,MV EAS 2.1 two-way quick-shift
Clutch
Wet
Frame
CrMo steel tubular trellis
Forks
Ohlins Nix EC hydraulic, fuly adj. 43 mm, 120 mm travel
Shock
Progressive Ohlins EC TTX, fully adj. 120 mm travel
Tyres
120/70-17 (F); 200/55-17 (R)
Front Brakes
2 x 320 mm discs, radially mounted Brembo Stylema Monobloc 4-piston calipers with Cornering ABS
Rear Brake
220 mm single disc, two-piston caliper with Cornering ABS
Electronics
Cornering ABS, traction control, four rider modes, wheelie control, and launch control, cruise control, bluetooth.
