MV's all new 1090RR - Banked and cranked exiting one of Misano's brilliant rights. If only Harleys worked this well, perhaps MV would be buying them. image: thanks, mv agusta

For motorcyclists, Italy truly is the land of milk and honey. Perhaps the country could best be described as the Mecca of speed and everything lightweight. Whether created from carbon fiber, titanium, or forged magnesium, or designed around exotic components from companies like Brembo, Marchesini, or MV Agusta's own Cagiva Research Centre (CRC), in the world of performance, Italy truly sets the standard.

When it comes to iconic Italian status and the art of design, MV Agusta stands with exemplary status, in some eyes still unrivaled in many of corsa's circles. The legendary marque invited Soup to attend the official unveiling of the 2010 Brutale and test the all-new model at Misano in the Italian Rivera.

Incidentally, the introduction followed closely on the heels of Harley-Davidson's decision to sell its interest in MV Agusta. But, long before the present politics and possibilities of current corporate restructuring—back in 2007—MV's engineers began the process of entirely redesigning their lineup of Brutale naked sportbikes. For the stone-cold-serious MV Agusta devotee, it's hard to believe he/she felt that the motorcycle—a bike many still believe is the most elegant naked sportbike in the world—would require even so much as a facelift. Yet, CRC's engineers had been anything but idle, producing not one, but two completely new Brutales for the coming year.

The 990R & 1090RR

For 2010, the Brutale line will feature two models, the slightly smaller 990R replacing the 910 (909.1cc) Brutale last released in the 2008 model year, and also for 2010, a fresh, new 1090RR that punts last year's Brutale 1078RR from the playing field, with both machines undergoing an 85% redesign of completely reprised and non-interchangeable parts from earlier models.

With both machines being exceptional examples of naked sportbikes in their own rights, MV elected to offer each model to their consumers in the coming year. The 990R receives all of the major updates along with its big brother, yet the 990R will be priced with an MSRP that is actually lower than the 2008 910R. MV is targeting the smaller Brutale at the rider who might seek to spend fewer dollars, or demand fractionally less than the ultimate performance delivered by the larger 1090RR.

The new 1090RR, Looks the same, but 85% different and 100% easier to master. image: thanks, mv agusta

Starting with the engine packages, only the displacements, color of the valve covers, and a slipper clutch complementing the latest 1078cc 1090RR differentiate the 990R and 1090RR powerplants. The smaller-displacement 990cc engine has undergone a change of bore and stroke, moving from the previous 982.3cc capacity (a bore and stroke of 79mm x 50.1mm), to 998cc, this with a smaller 76mm bore and a longer 55mm stroke. Other than the increase in the 990R's displacement, MV still retains their exclusive radial valve design and center-of-engine cam chain positioning. With the larger Brutale, the engine's displacement remains unchanged at 1078cc. Engineers were already satisfied both with the torque and peak power that the previous 1070cc engine produced. So, instead of more output, attention was devoted to improving power delivery and feel.

Aside from retaining the same layout—MV's traditional design—both engines receive completely redesigned cases. The newly cast blocks alone result in a weight savings of 1.32 lbs. Now housed inside the new mill is an internal counter-rotating balance shaft using rubber dampers, the addition necessary to quietly mitigate unwanted torsional and secondary vibrations from the inline four. The balancer is located just off center at the right front of the engine and is driven directly from the crank's primary gear. Other similarities between the 2010 engines include the sharing of identical internal primary gear and transmission ratios, with the Brutale's gearbox designed around cassette-type removal and a totally new gear selection mechanism with externally fixed electronic gear-position sensor. The revised gear selector increases shifting leverage and also helps to more easily locate neutral, while the electronic gear indicator is an integral part of the Brutale's new eight-position traction control.

1090RR Motorcycle Art for 2010. image: thanks, mv agusta

The new counter-balancer is only the start. Within the lower end, MV has totally revised both the lubrication and cooling supply systems. A redesigned oil pump provides improved oiling--now almost a pound lighter, yet with greater volumetric efficiency, especially at higher oil temperatures. Moving oil is now drawn through a longer pickup positioned both deeper and more forward in a much larger sump. Additional refinements to the lubrication system include the relocation of the oil filter, now moved from its previous location at the front of the engine (caged by the headers), to the bottom of the new, larger sump. The filter type also changes from a canister to an environmentally friendly, replaceable paper-style filter element--this allowing for much easier servicing via its below-engine access.

A complete redesign of the water pump resulted in a 65% improvement in cooling, reducing water temps particularly at idle and lower rpms. The pump's impellor is smaller, lighter, and receives a new seal proven to be more reliable than the seal used previously.

New Electronics, Now With Traction Control & Optional Throttle Response Programmability

The 990R in its natural habitat, fast and stable with tons of ground clearance. Tight roads can tax any suspension. The beautiful fork received full CRC updated internals. Here it awaits throttle to unload the front Dunlop nearing mid-corner. image: thanks, mv agusta

Atop both of the new powerplants, MV engineers adapted completely new fuel injection systems. The change is designed to help blend throttle response, especially in the transitions from closed and partial-throttle openings. Truly a first for MV Agusta, a compact set of 46mm Mikuni throttle bodies sporting new single injectors with more spray accuracy have been matched with an updated Magnetti Marelli 5SM ECU. This Japanese-Italian union places the throttle's potentiometer on centerline with the throttle bodies, resulting in more-consistent calibration from bike to bike--an advantage for initial dealer prep and future servicing, as well.

Marelli's 5SM ECU contains updated hardware required to control what is the Brutale's most important new innovation: an eight-position Traction Control system. This TC system does not rely on wheel speed sensors but, instead, monitors the crankshaft acceleration rates in each gear--this based on preset algorithms and transmission gear selection. A computer now selectively controls the amount of wheel spin generated by the rider. The amount of TC control is selectable via the left switch group on the handlebar, with position eight being maximum and zero essentially nullifying the intervention. In addition to the TC system, the ECU now controls spark advance, fuel injection, and exhaust valve actuation--different for each gear including neutral. The new 5SM electronic package also offers the rider two different throttle-response programs, the first allowing for maximum engine output from closed to fully open and the second option providing a softer, less abrupt engine response upon opening, ultimately returning to full power at 100% throttle.

Outside of the engine, additional space has been created with the fitment of a new, lightweight oil-cooled starter generator assembly, now smaller, more compact, and quieter. Improved silencing is due to internal rubber dampers that reduce both noise and vibration. Aside from the new components being 2.64 lbs lighter, the added space provided room for both the voltage regulator and new exhaust valve actuator. With the addition of this valve in combination with weld-free and newly streamlined mufflers, MV claims the note from the exhaust system is both quieter and more refined.

990R & 1090RR Chassis and Rolling Gear

The 990R. It does nearly everything its 1090RR daddy does, but with Pirellis. Anyone would be hard pressed to touch hard parts on either machine. image: thanks, mv agusta

While both Brutale models receive similar electronics packages for Traction Control and Throttle Control, their chassis also share identical geometries for rake, trail, and wheelbase. The largest differences, aside from paint and trim aesthetics, are found in the wheels, brake components, and suspension.

Engineers strived to retain the same weight bias proven on the previous Brutales, however, the 2010 chassis has received modifications aimed at improving overall stability. An all-new chromium molybdenum steel trellis frame still features high-quality TIG welding, with dimensional changes resulting in a taller, lighter, and more rigid chassis. In external appearances, between old and new, trellis structures are similar, but using a side-by-side comparison, the new Brutale's trellis frame is quite different. This similarity in appearances was a direct goal of MV who have made every effort to retain the visual appeal of the Brutale line between models and model years.

Geometrically, the new chassis delivers appreciably more stability. The steering head has been relaxed with .5¯ more rake (from 24.5¯ to 25.0¯) and the triple clamps also differ with 2mm of added trail, now 4.07". The final move to better stabilize the 2010 Brutales is an all-new swingarm, now 20mm longer, torsionally stiffer, and 2.2 lbs lighter than the previous swingarm. The arm also gains a replaceable, forged-aluminum side insert for fall protection and a slightly larger chain guard for cleaner operation. Combined, the swingarm's dimensional changes result in just over a full inch added to the wheelbase--now 56.61". Other new pieces include a redesigned eccentric rear hub, bearings, sprocket cush-drive assembly, and rear brake rotor.

Ergonomically, efforts were made to improve rider comfort. A new handlebar is retained within a redesigned swing clamp, the mount secured to the new top triple clamp and isolated from vibration with rubber dampers. The footpeg mounts are also improved with semi-flexible inserts also aimed at reducing vibration.

Foot controls do differ between Brutale models, with the 990R being located in a fixed position. On the 1090RR, peg mounts offer eccentric peg positioning, while both models allow for control-pedal eccentric adjustability, as well. In addition, MV has now added their insignia to the peg brackets, gas cap, and mufflers, while both hand controls receive redesigned handgrips and integrated fluid reservoirs for hydraulics.

The wheel and tire packages, rear suspensions, and front brake systems differ considerably, depending on model. Mounted on the 990R are cast alloy rims fit with Pirelli Corsa III rubber. Both wheels are lighter than the previous model and the new castings account for a combined unsprung weight reduction of 2.27 lbs. Gracing the 1090RR's chassis are even lighter, beautifully forged wheels with a thin Y-spoke design. The large Brutale will be delivered with the latest Euro-spec Dunlop Sportmax Qualifier-RR tires, while both models still share the same rim and tire sizing.

Soup's 990R leaving one of Misano's lefts near full throttle and full fork extension, now possible with an all new fuel delivery, programmable throttle response and 8-pos electronic traction control. image: thanks, mv agusta

MV has equipped the 990R with cast, radial-mount front calipers and four 32mm pistons. The front rotors are now 310mm in diameter, a 10mm reduction from the rotors used on the previous 910R. The latest 990R rotors attach to steel carriers with 10 floating pins. At the rear, both Brutale models share updated 210mm fixed discs, matched with a four-piston Nissin caliper, while both also use Nissin radial pumps for front-brake actuation. Stopping the 1090RR are larger 320mm rotors mounted to lighter-weight aluminum carriers, and slowed by larger, cast, single-piece Brembo calipers using four 34mm pistons.

Suspension components also differ between models. The 990R's Marzocchi forks look identical to the units on the 1090RR, however the 50mm forks differ internally with non-detent screw-type damping adjusters. In the rear, a Sachs shock featuring spring preload and a single screw-type adjuster controlling both compression and rebound damping. With the 990R, the rear shock's approximate tuning ratio for the single screw adjuster is 80% rebound, 20% compression.

The 1090RR Brutale receives a CRC internally upgraded Marzocchi fork with closer tolerances for reduced friction, as well as individual "click"-type damping adjusters. The "RR" also features a variable friction-style steering damper. This control is a direct bolt-on for the 990R, as well, but is only offered on the smaller Brutale as an option. The rear Sachs shock on the "RR" is more sophisticated with dual speed adjusters for compression damping. In addition, the high-end shock has separate rebound adjustability, spring preload, and an integrated remote reservoir. Both Brutales are adjustable for rear ride height via a new linkage. The new arm looks to be a simpler part to manufacture and uses dual locknuts instead of the previous socket-head-bolt securing design.

New Bodywork and Styling

Although MV's designers tried their best to retain the same visual lines and appearance of the Brutale, they could not resist making subtle updates and changes. The Brutale's clean frontal appearance benefits from the new poly-ellipsoidal headlight, reshaped dash panel, streamlined mirrors with integrated turn signals, larger air-intake ducting, and new radiator shrouding--which changes material from aluminum to a paint-scheme-matching thermal plastic. At the rear, each Brutale receives cleaner mufflers; now with weld-free end caps and a thinned tail section that artfully blends the rear of the passenger pillion into integrated aluminum grab rails. The rearmost identity also improves with a redesigned LED-illuminated taillight, now made stronger with diecast rear support. The paint schemes for the 990R model will be either solid red or black, each with silver-trimmed body panels. The 1090RR shines with more detailed paint, available with a pearl white and black combination, or MV's traditional red and silver. MSRPs will be $15,000 and $18,000 respectively.

Impressions From Misano

Claudio Castiglioni and his very proud team lift the 1090RR's cover and its embargo at the same time. MV's master engine designer Andrea Goggi starts the unveiling at the front. Soup knew this one would be Red and Silver. image: thanks, mv agusta

Riding either of the new MV Brutales, two things are immediately apparent. The first impression is that both machines are noticeably easier to control. MV's engineers have addressed previous concerns regarding instant throttle responsiveness with their new Mikuni throttle system and electronics. The results have dramatically softened the engine's reaction to initial throttle opening. Gone is the previous and non-adjustable snap when opening the throttle, now replaced by a much more linear reaction. The Brutale's softened acceleration and ability to quickly pick up speed is a welcome new character trait, and the improvements are due to the changes made with fuel supply, electronics, and cush-drive modifications. The second, and equally obvious, improvement is delivered in stability--namely turning, stability under braking, and the chassis response to bumps and rider inputs. MV's improvements to the Brutale's geometry now have the motorcycle even easier to ride quickly, as turning and braking are delivered with increased stability and control. Riding at Misano, both machines were responsive, and even with the high bar placement and lack of a fairing's wind protection, they were easy to control and stable at all speeds. At mid-corner, or when dialing the throttle from mid-corner on out, the engines gained revs powerfully, but in a controlled and linear fashion, with or without the intervention of traction control.

Two new updates that are almost transparent and worked exceptionally well were Traction Control and shifting. On either model, the latest electronics were flawless. Because our track time at Misano was limited, and damaging both soft and hard parts was in no one's best interest, Soup chose to rely upon the anti-spin settings that MV's engineers had selected for the day. The new system would intervene so subtly during corner-exiting drives that our best description was, at the point of wheel spin, the TC reaction felt as if we were slightly dragging the rear brake. As designed, we never experienced a sudden loss of rear wheel traction, and it actually made the Brutales easy to control near the limits of tire adhesion and overall, inspiring to ride.

MV's other significant update is an entirely new shifting mechanism. For us, the advantage gained in shift leverage with the new parts was not nearly as apparent as the other advances but, again, we did not ride last year's models for a direct comparison. We can say that, although the Brutale's shifting was positive, it still required a fair amount of both effort and pedal movement, especially when the engines were under high-rpm engine loads.

Seeing red equals the 1090RR. New fuel injection, starter, counterbalance, oil pump, oil sump & filter, water pump, shift mechanisms, 8-position traction control and more...Clean, 100% new and very impressive! image: dan coe

On the track, differences between the new models were not as obvious as one might expect. Yes, the 1090RR produced more power, but the 990R felt slightly more agile. Both machines were fitted with different tires and, here, the newest Dunlop Qualifier RR had the edge with side grip and feedback. We also appreciated the 1090RR's slipper clutch, steering damper, and upgraded suspension, but the 80cc deficit between models was not terribly obvious. We left Misano with the strong opinion that, in every aspect, the new Brutales are much-improved motorcycles. MV Agusta continues to offer an attractive array of performance upgrades—from full-carbon-fiber bodywork to a fully open Arrow exhaust system—but even in completely stock trim, the bikes don't really need a lot of added bling.

The new MV Brutales are among the epitome of naked sportbikes—truly the perfect standard for what this generation's unfaired sporting motorcycles should be. They are thoroughly exotic, with a new level of performance, an unrivaled degree of fit and finish, and Italian styling like no other.

So, if you like your sportbikes a little wild, yet also refined, the new MV Brutale 990R and 1090RR are dressed to thrill.