MV Agusta Brutale 990R Review

MV Agusta Brutale 990R

The revised MV Agusta Brutale 990R has been transformed under the ownership of Harley-Davidson.

MV Agusta Brutale 990R.
MV Agusta Brutale 990R.
MV Agusta Brutale 990R.
MV Agusta Brutale 990R.
MV Agusta Brutale 990R.

Two things about the 2010 MV Agusta Brutale are very much of its time. One is the price. It's £11,400 for the lower spec, "budget" version of a naked motorcycle, but we might forgive it that for its MV Agusta badge, still the most exclusive and historic label a motorcycle can wear.

The second is the act of having to call it a naked motorcycle. A couple of decades ago this would have been simply a motorcycle (which wouldn't have been naked until you took the seat and fuel tank off), but with the recent explosion of niches, styles and associated bodywork, not having a fairing is as much a statement as having one.

It's popular too, with sales in the naked sector suffering much less than most in the recession. And that means the competition comes not just from the 990R's faster, better-equipped stablemate, the Brutale 1090RR, but a host of other machines.

The MV moniker has generally meant arresting looks and magnificent performance allied to an unpleasant throttle response and tortuous ergonomics, but as we've seen in the last few months, the new generation of MVs revised under Harley-Davidson's soon-to-end ownership of the Varese factory have been transformed.

The 990R is no exception, although it's still not perfect. The four-cylinder engine, with its Ferrari-designed, radially arranged valves, revs freely to well over 11,000rpm, making 137bhp on the way, but it suffers from a too-sudden delivery when turning the twistgrip from fully closed.

This is annoying on a race track (and some Brutales will be used on track days) but also uncomfortable around town, where progress can be lurching.

It's much better than older Brutales but needs improving, and MV accepts this, saying work is continuing on the fuelling.

Judging by the new F4 superbike, the factory knows how to sort this and I'd expect full production versions to be better. To put it in perspective, I've ridden recent Japanese bikes which are similar.

The performance is very strong, with plenty of urge at lower revs, much more useful for dispatching twistier roads, and while the 1090RR does this better, the 990R is a lot of fun.

You don't get the muscularity of Triumph's Speed Triple, the bike which sets the class standards, but where the British bike scores over most fours with its growling exhaust, this four-cylinder doesn't disappoint in that respect.

It's an easier place to sit now, with room for taller riders despite the bike's compact dimensions, although the seat is fairly high.

But the ride quality is good, but when the bike's being thrown around the 990R's suspension doesn't offer the same outstanding control of the bigger and costlier 1090RR version.

That's also when you notice the bike's weight. While it's been substantially updated for 2010, with 85 per cent of components renewed according to MV, it's still a decade-old design at heart, and it feels hefty when changing direction compared with many newer machines.

To be fair, some of this comes from having a very useful 5.1-gallon fuel tank (we had no chance to measure economy but this promises a minimum 200-mile range).

The mass helps stability, though it gets a little more vague at high speeds compared with the 1090RR.

There aren't any inherent problems, its just that the 990R is £2,300 cheaper than the 1090RR, and suspension quality is one of the areas where costs have been cut. But it's still an accomplished set-up.

You also have to manage without the 1090RR's traction-control system, while ABS is not an option, although the Brembo brakes offer excellent control of their power. And you get single colour rather than twin-tone paint...

Bike buyers these days generally go for the higher-spec versions where they're available, but with the Brutale it's worth thinking about how you'll be using it.

If you crave the performance and ride hard, then the 1090RR is worth the extra. If you want a naked bike with a classic badge and strong all-round performance, the 990R is more than sufficient, it's hugely enjoyable and surprisingly practical.