MV Agusta Brutale Gold Series
I was in a hurry to return to the factory, where I had to return the most beautiful and catch the flight home. But the crowds of lovers were not interested in my worries. The answer confirmed the MV Agusta's correct path, implemented by the brilliant head of research department Massimo Tamburini with the F4 model.
When planning the F4, he had completely free hands, and already at the time of its creation, he swore that the successor would be deprived of the F4 without the armor, which Brutale actually is. Last but not least, Italy is the land of Ducati's Monster, a two-wheeled design icon whose spirit can be seen in the Raptor Cagi and now in the MV Agustin Brutale.
It's easy to see where the name Brutale comes from. I sensed the spirit of her aggressive four-cylinder engine even before I first saw her. This means the obvious lack of refinement that the F4 should have. And this is only at first glance. Brutal, with its aggressive appearance, firm and seemingly rough lines, fully justifies the name and expectations.
The tough character of the motorcycle is emphasized by a solid line that begins at the characteristic headlight and ends with a small rear. The 749 cc liquid-cooled Brutalin unit with 16 radial valves is basically what we know from the F4. The six-speed transmission adapted for racing is also known from its older sister. However, the gear ratios were changed, the Weber-Marelli fuel injection system was redesigned and the tailpipes changed. Below the line, this means seven less horsepower. Brutale 127 at 12 rpm.
The cruelty I showed in front of said bar was special. And not only because it was MV Agusta, but also because it belonged to the Golden Series (Serie Oro), an exclusive version in which only 300 copies will be produced. Its features are, for example, magnesium frame parts, swing arms and rims. The price is also appropriate - about 58 million lire. A lot of money a little less than what is required in Varese for the F4 Serie Oro, and almost several times more than the price for a "normal" Brutal S.
The feeling of seeming compactness came true when I settled into the relatively low seat and put my hands on the high-positioned steering wheel. I sat up straight and leaned slightly towards the front of the motorcycle. In the sporty spirit of the F4 sibling, the adjustable footpegs were pushed back a lot, so combined with the tall handlebars, the engine feel was quite unusual. The gauges were covered in carbon and were similar to those of the F4, except that the analogue tachometer was white instead of yellow.
The design genius and sense of the Tamburini line are evident in every detail of the motorcycle. The infallible craftsman's remarkable designs can be enjoyed either with the small choke lever or the cleverly designed air intakes that merge into a single fuel tank shape at the front.
The sound from the exhaust system is incredibly hoarse and raucous for a modern four-cylinder engine. Pleasure turns to delirium when the brutal Brutale whistles and glows in its entirety and when the soundscape completely renews its appearance.
Driving through the small villages around Varese, Brutale, contrary to its name, has proven itself to be resilient and soft. The throttle lever and clutch were incredibly light, and the direct injection system responded with precision and decisiveness.
I expected the cumulative heart taken from the supersport nurse to want to spin in a high range, but the Brutale responded decently even at lower rpm. However, it did come to life at 5000 rpm, with the front wheel constantly beeping as the throttle was added more forcefully. I felt the second limit at 9000rpm where sudden acceleration resulted in 13000rpm and I was awakened by a red warning light.
The Agusta has a top speed of 250 kilometers per hour, which I felt well without the armor and windshield. Despite such high speeds and my upright position on it and without a shock absorber on the handlebars, the Brutale remained calm and responsive. Undoubtedly, the sturdy chrome and molybdenum frame and just a three-kilogram single-handed pendulum made of magnesium alloy also contributed a lot to this. The suspension would have been too soft for a more aggressive ride for my weight and my taste, but for a touring cruise on twisty Italian roads, it was perfectly acceptable. Really great. As well as a suspension and a brake package.
Looking in your rearview mirrors? I don't know, and you don't ask me about them, because the Brutale test didn't have them at all! Maybe someone in the factory took them off, deciding they didn't belong to her. Or he simply could not afford to experience a motorcycle racer to admire the overtaken two-wheelers left far behind the new Agusta in the Varese area.
Technical information
engine: In-line four-cylinder, liquid-cooled
Valves: DOHC 16-valve radial suspension
Volume: 749 cm3
Bore and movement: 73, 8 x 43, 8 mm
Compression: 12:1
Carburettors: Weber-Marelli fuel injection system
Switch: Multi-disc oil
Energy transfer: 6 gears
Suspension (front): 50mm Marzocchi Upside Down Adjustable Telescopic Fork (49mm on Show test bike)
Suspension (rear): Sachs Adjustable Shock Absorber, 120mm Wheel Travel
Brakes (front): 2 discs with a diameter of 310 mm, 6-piston brake caliper Nissin
Brakes (rear): F210 mm disc, 4-piston brake caliper
Wheel (front): 3 x 50
Wheel (enter): 6 x 00
Tire (front): 120/65 x 17, Dunlop Sportmax D207F RR radial
Elastic band (ask): 190/50 x 17, Dunlop Sportmax D207F RR radial
Head / Ancestor Frame Angle: 24 ° / 104 mm
Wheelbase: 1398 mm
Seat height from ground: 790 mm
Fuel tank: 20 liters
Weight (dry): 179 kg
Text: Roland Brown
Photo: Mac McDiarmid, Roland Brown.
Technical information
engine: In-line four-cylinder, liquid-cooled
Energy transfer: 6 gears
brakes: 2 discs with a diameter of 310 mm, 6-piston brake caliper Nissin
Suspension: 50mm Marzocchi Upside-Down Telescopic Fork (49mm on Show Test Bike) / Sachs Adjustable Shock, 120mm wheel travel.
Fuel tank: 20 liters
Wheelbase: 1398 mm
Weight: 179 kg
