2022 MV Agusta Brutale 1000 RS First Ride Review

Admin · May 18, 2022

The world becomes a blur on the MV Agusta Brutale 1000 RS. (Jeff Allen/)

They say that power is a good thing, that you can never have too much. Imagine being able to purchase a new streetbike that puts down almost 500 hp over a 13,300 rpm range. It would easily be the ultimate badass ride and easily annihilate any current-day MotoGP bike in a straight line.

Of course, the 2022 MV Agusta Brutale 1000 RS doesn’t quite make this much power. But in a certain rpm range, the big Brutale’s acceleration is insanely quick, instantly catapulting its rider into what feels like time travel. Everything on public roads goes by at what seems like light speed. This MV definitely gets 100 percent of your attention.

Sharp lines, winglets, and slash-cut pipes give the Brutale 1000 RS a presence that few motorcycles can match. (Jeff Allen/)

Before you think we’ve gone completely bonkers, a word of explanation before the deep dive into the big-bore, hyper-naked MV. Running the Brutale on the CW Dynojet dyno, and having a little mathematical fun with the results, we see the 1000 RS engine increases by 20 hp and about 10 pound-feet more torque from about 8,400–8,900 rpm, then jumps 30 hp from 8,000–9,000 rpm and adds about 65 hp (and 15 pound-feet more torque) from 8,000–11,000 rpm. Taking these rpm ranges of arm-straightening power and applying them across the Brutale’s idle-to-redline rev range, the least equivalent theoretical power-to-the-ground would be 260 hp (65 hp/3 krpm x 12 krpm) and the maximum would be an insane 480 hp (20 hp x 2 krpm x 12 krpm). Some may think, “Eh, what’s a brief 500–3,000 rpm of acceleration?” Others may think, “Wait, engines and horsepower curves don’t work this way.”

First of all, loosen up and indulge us. With our logic, such as it is, one needs to consider that this adrenaline-spiking horsepower peak occurs well above freeway speeds. Secondly, I’ve had the opportunity to ride numerous, world-championship-level racebikes in my career, and the MV’s acceleration in that rpm range is honestly one of the best I’ve ever experienced. Lastly, and to perhaps put it in a better perspective, the amazing supercharged 2021 Kawasaki H2 SE we tested last September “only” produced a very linear 20 hp per 1,000 rpm throughout most its rev range, peaking at 167.22 hp versus the 170.45 hp of the Brutale. As hard as the H2 SE pulls, the Brutale RS makes 50 percent more horsepower in that same 1,000 rpm range. Something to think about.

It’s hard not to stare, but it’s the ride that really gets the blood pumping. (Jeff Allen/)

The first hint of the bright red Brutale’s speed comes from its stunning looks, with its faux-MotoGP-style winglets, swept design, and four separate high-mounted, outward-facing slash-cut mufflers. Once past the eye candy and actually riding the Brutale, the rider triangle feels similar to the MV Dragster RR SCS with a more-forward-than-normal reach to the slightly low, flatter-angled clip-on handlebars. Thankfully, the mirrors are mounted in the conventional location, so the bike’s overall width is more manageable in tighter spots. That said, the mirrors do vibrate excessively at freeway speeds, sometimes to the point where it’s impossible to tell if The Law is approaching from behind. Adding to this worrisome feeling is the speedometer; compared to cars we rode next to and peeked into, the RS’ digital speedometer reads excessively high, so the bike’s actual speed is a bit of a concern.

Comfort—Or Lack of It

During freeway droning to local twisty riding areas, the MV provides good fit and feel. A not-too-tight seat-to-footpeg distance fits my 32-inch inseam well, but both left and right exhaust heat shields protrude to where my heels easily touch them; my left foot actually caught the edge on the left side.

The standard suspension settings provide a cushy, compliant ride. Up front, the 50mm Marzocchi fork offers manual adjustments for spring preload in each leg along with a single compression damping adjuster screw on the left leg and a single rebound damping adjuster screw on the right leg. The rear suspension duties are handled by a Sachs piggyback-style reservoir shock featuring a manually adjustable spring preload, both high- and low-speed compression damping, and rebound damping, so there’s enough adjustability here to suit just about any rider’s needs. This is a good thing, because even on a very soft suspension setting, the narrow front portion of the seat doesn’t get along too well with my derriere; after about 40 minutes of freeway riding I begin searching for a more comfortable spot. With a 33.3-inch seat height, the narrow front area of the seat does make it easier to touch my feet to the ground, but it’s still not so good for comfort. Scooting back to the wider portion of the seat is a welcome option.

Moving back on the seat offers more comfort; the narrow front becomes uncomfortable quickly. (Jeff Allen/)

In addition to the fully adjustable suspension, there’s also an adjustable pivot shaft for the single-sided aluminum swingarm, a surprising and impressive hardware option for a non-sporting platform. Another interesting design feature is the rear, cast aluminum wheel with its offset spokes connecting it to the rim. MV continues to dig deep into creative design.

Electronic Adjustments

To help keep the rider aware of what’s going on, the dual function 5-inch TFT color display provides an abundance of useful information. The “street” screen displays all the expected data: current speed, rpm, gear, trips 1/2, odometer, time of day, time spent riding, ambient temperature, coolant temperature, fuel gauge, reserve fuel warning, and fuel economy, with many programmable combinations. The Track screen option includes helpful info, lap times and memory, top speed, lean angles, that are more track related. Also embedded within the color display are programming options for cornering ABS, eight-level traction control, front wheel lift, quickshift, Öhlins electric steering damper, engine response and braking, MV App for smartphone connectivity, navigation mirroring, Bluetooth, and more.

All this programming is somewhat intuitively controlled on the left handlebar. On the right handlebar, the rider operates cruise control, Launch mode, and the four power maps of Rain, Sport, Race, and Custom. With so much adjustability in so many ways, it’s almost overkill for a non-track-focused motorcycle, but it’s still nice to have options and find what works best for a given rider.

On the right switch gear are buttons for launch control and mode selection. (Jeff Allen/)

Putting these options to the best use is pretty straightforward. With the inconsistent road conditions of urban riding, I set the suspension on the softer side, Traction Control slightly active, ABS more intrusive, less engine response, and more engine-braking. On the contrary, ripping up and down my favorite mountain roads, of course I prefer the big RS to have sharper handling with firmer suspension and a more responsive engine with full power and less engine-braking. As for Traction Control and ABS, I usually just let my right wrist and foot fulfill those duties, but not with the drivability and power of the RS.

A Sachs piggyback-style reservoir shock features manually adjustable spring preload, high- and low-speed compression damping, and rebound damping with plenty of adjustment to suit many types and sizes of riders. (Jeff Allen/)

Whether running errands around town, cruising on the freeway, or leaving tire signatures on the mountain roads, one thing my right wrist couldn’t accomplish was to persuade the four 50mm dual-injector throttle bodies to properly fuel the 13.4:1 compression cylinders. The engine consistently sputtered below 3,000 rpm, making it almost impossible to accelerate smoothly from a stop or roll on the throttle around town. This may have also contributed to the big bike’s slower than expected top-gear roll-on speeds at 40–60 mph and 60–80 mph of 3.55 and 3.37 seconds, respectively.

A neutral throttle position and concentration are required for smooth cornering on the Brutale 1000 RS. (Jeff Allen/)

Another problem with the drivability is the MV’s inability to allow the rider to find and maintain a neutral throttle-by-wire position at any rpm through a corner, as the throttle-by-wire either decelerates or accelerates but never allows a steady throttle for smooth carving. As this is happening, the engine reacts abruptly and the chassis responds by pitching front and back. This is definitely annoying and easily the No. 1 complaint about the $29,998 Brutale.

As mentioned, I usually opt out of traction control, but under these conditions I’m not bashful and reluctantly enlisted its services. Having the stickier Pirelli Diablo Supercorsa SP tires does help keep things in check and connected to the ground, providing superb grip and feedback during corner entry and exits. Change your line under hard braking during corner entry? No problem, says the 120/70ZR-17. Hammer the throttle on corner exists? The fat rear 200/55ZR-17 tire on its wide 6-inch rim screams to bring it on.

Pirelli Diablo Supercorsa SP tires and the traction control keep the MV Agusta hooked up. (Jeff Allen/)

Those sticky tires are essential, because once the Brutale’s engine spools up to its sweet spot of 8,000–11,000 rpm, the rider best have things sorted out and be pointed in the right direction, because all hell is about to break loose. The RS’s rate of acceleration at higher speeds is truly amazing. This type of powerband is reminiscent of two-stroke grand prix bikes, which had very little bottom-end, barely mentionable off-corner midrange, and a hit like a corked bat up top.

Warp Speed

Riding the RS on slower roads, say 30–70 mph, the engine feels a bit lethargic, simply going through the motions from corner to corner in first through third gears. But allow the big Brutale to stretch its legs on roads where the speeds are 70 mph and above, with more open corner exits linked by longer straights, and this 998cc engine with its titanium rods and valves spins up so quick and pulls so hard you’d seriously think you were on a MotoGP bike in that 8,000–11,000 rpm range.

Such interesting power delivery calls fuel economy and range in question, but the worst miles per gallon the bike returned, even on those mostly deserted mountain roads, was 23.7 mpg. Still, the reserve warning screen appeared after only 71 miles at a point deep in the mountains and miles away from gas, inspiring prayers that the 4.2-gallon fuel tank had enough left to make it. The result was a little coasting race down the mountain against fuel consumption; happily, the bike made it. On the other end of the miles-per-gallon scale, when traversing the freeways and not adhering too closely to the rules of the road, the Brutale RS managed a reasonable 37.8 mpg. Not bad, and surely a more moderate pace could’ve returned better numbers, but with this type of power it’s very difficult to play by the rules.

MPG be damned! It’s hard to think about fuel economy on Brutale. (Jeff Allen/)

Controlling that power and keeping the chassis well composed is a tubular chromoly trellis frame, which provides predictable stability whether in a straight line or on the edge of the tires, never stepping out of line and allowing the rider to have fun at all levels.

When all this good stuff must be brought to a halt, the ABS-equipped Brembo system easily handles it all. Up front are the dual one-piece four-piston radial-mounted Brembo Stylema calipers squeezing the 320mm rotors; at the rear, a dual-piston caliper firmly pinches a 220mm rotor. On the street, the Brembo setup has excellent slowing power and sensitivity at both ends, easily and predictably bringing the 483-pound Brutale back down to legal speeds without tapping into the ABS. However, during our extreme panic-stop brake tests, the RS could only muster 136.48 feet from 60–0 mph and 34.93 feet from 30–0.

Braking performance provided by Brembo Stylema Monoblocks is excellent. (Jeff Allen/)

So the 2022 MV Agusta 1000RS has an almost shocking power curve, a chassis that keeps everything well composed in the sweet spot, and a brake system that confidently handles its duties. Certainly, these are impressive performance characteristics, especially for a hyper-naked streetbike. But perhaps the most helpful feature here is the electronics package that not only offers numerous options for various conditions and rider skill levels, but also helps control that incredible burst of acceleration, a phenomenon that projects the MV and pilot into warp speed. Honestly, it’s difficult to imagine our theoretical motorcycle, the one making close to 500 hp and handling just as well as this MV. But if this is just a small sample of what that kind of power might be like, so be it. Perhaps that would, in fact, be too much of a good thing.

2022 MV Agusta Brutale 1000 RS Specifications

MSRP:	$26,600
Engine:	DOHC, liquid-cooled four-cylinder; 4 valves/cyl.
Displacement:	998cc
Bore x Stroke:	79.0 x 50.9mm
Compression Ratio:	13.4:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	170.5 hp @ 13,300 rpm
Cycle World Measured Torque:	74.4 lb.-ft. @ 10,970 rpm
Fuel System:	MVICS 2.1 fuel injection w/ 50mm throttle bodies; ride-by-wire
Clutch:	Wet, multi-disc; back torque limiting device; Brembo radial pump/lever assembly
Engine Management/Ignition:	Eldor Nemo 2.1; pencil-coil
Frame:	Chromoly steel tube trellis
Front Suspension:	50mm Marzocchi USD fork, fully adjustable; 4.7 in. travel
Rear Suspension:	Sack monoshock, fully adjustable; 4.7 in. travel
Front Brake:	4-piston Brembo Stylema Monoblock caliper, dual floating 320mm discs w/ Continental MK 100 ABS
Rear Brake:	2-piston Brembo caliper, 220mm disc w/ Continental MK 100 ABS
Wheels, Front/Rear:	Aluminum; 17 x 3.50 in. / 17 x 6.00 in.
Tires, Front/Rear:	120/70ZR-17 / 200/55ZR-17
Rake/Trail:	N/A / 3.8 in.
Wheelbase:	55.7 in.
Ground Clearance:	5.6 in.
Seat Height:	33.3 in.
Fuel Capacity:	4.2 gal.
Average MPG:	37.8 mpg
Cycle World Measured Wet Weight:	483 lb.
Contact:	mvagusta.com

CW Measured Performance

Quarter-Mile:	10.80 sec. @ 139.01 mph
0–30 mph:	1.65 sec.
0–60 mph:	3.31 sec.
0–100 mph:	6.11 sec.
Top-Gear Roll-On, 40–60 mph:	3.55 sec.
Top-Gear Roll-On, 60–80 mph:	3.37 sec.
Braking, 30–0 mph:	34.93 ft.
Braking, 60–0 mph:	136.48 ft.

Four slash-cut exhaust tips exit under the tail. (Jeff Allen/)
Much can be accomplished via the TFT screen including adjustment of the steering damper, Bluetooth connection, along with ABS and Traction Control fine-tuning. (Jeff Allen/)