The Brutale looks so wicked that it almost cries out for even more performance. Going that bit faster is what every rider craves. Power is addictive. It had to be even more �brutal�. MV Agusta�s response was this: the 1078RR.
Now with a new engine and other technical components dedicated to performance, the top of the range Brutale leads the way in the sport naked sector while proudly flying the �Made in Italy� flag. The 100% MV Agusta engine is only for the select few who can manage the 150 HP and more that the new four-cylinder unit puts out. The decidedly muscular appearance of the new Brutale says it all and gives the rider an adrenalin rush before he even turns the key that kicks the mighty engine into life. Just looking at the Brutale starts you dreaming, listening to one sets your pulse racing, and riding one makes you fall in love.
The 1078RR is not just a motorbike; it is an incarnation of a true rider�s personality. Others want to be such a person. They want the same type of courage that will let them take a machine to its limits, that will let them choose a real machine and not just something �normal�. There is nothing is normal about the 1078RR: Life is faster, more colourful, more vivid. This is what a Brutale is about. The new engine size now asks even more from the suspension and brakes. They need to be stronger and more efficient to redress the balance and give the bike that sure-footedness and superb rideability that typifies MV Agustas. There can be no doubt that the 1078RR will be the utmost naked.
DESIGN1078RR means simply the best; the Brutale at its peak. This includes looks that stand out. Apart from the new instrument panel, the new colour schemes express grit and determination; they include pearl white/black, anthracite black and silver/red. The latter is obviously based on MV�s long tradition of racing. The �skin� of the Brutale 1078RR lets us see the components that have been changed in all their beauty: The new brakes, the new fork components and especially all the little details that finish off this work of art. They make all the difference not just to the rider but also to an observer. It is the same as looking at a masterpiece in an art gallery.EQUIPMENT: 10% MORE POWER
Transition from the 910R to the 1078RR involved the introduction of some new components that have given the Brutale RR 15 more HP and 2 kilos more of torque. A breakdown of the changes includes:
- decals and colour schemes;
- instrument panel graphics;
- revised suspension calibration;
- 1078 cc engine;
- slipper clutch;
- resized catalysers;
- Brembo monoblock (one-piece) brakes.
The main focus has been on finding the right balance between the new components.
POWER AND TRACTABILITY HAND IN HAND
The new Brutale has inherited the very best of MV Agusta technology. With its new 1078 cc engine based on the racing F4 RR 312, the new Brutale is a sure winner. The aim wasn�t so much about seeking maximum performance as of taming four cylinders to work together to offer a perfectly balanced ride. This is no easy feat when you�re dealing with 154 HP shoe-horned into a compact frame like the one on the Brutale. The bore and stroke have been increased to 79 and 55 mm from the original 76 and 50.1mm. The compression ratio has been kept high despite the significant increase in capacity from 909 to 1078.37cc. Maximum power output has increased by 15 HP thus setting a new record for the sports naked with 154 HP at 10,700 rpm. Torque has also been improved going up from 96 Nm (70.7 Ft/lb) at 8,000 rpm to 117 Nm (86.2 Ft/lb) at 8,100 rpm. The removable gearbox remains exclusive to this segment of the market and the speed and precision with which it changes allows the bike to reach its maximum speed of 166.04 mph in next to no time. Such performance is due to a large extent to the adoption of new 46 mm throttle bodies taken from the F4 1000 R (as opposed to the 48 mm units on the F4 R 312). These units also dictated the choice of a longer final drive ratio (two less teeth on the crown wheel) thus moving from 15/43 to 15/41. The EBS (Engine Brake System) was replaced with the slipper clutch used on the F4 sports version. It is a mechanical slipper clutch system with ramps and roller bearings. In seeking to offer a �softer� response to the throttle, MV engineers fitted a new larger exhaust catalyser that meant more room to manoeuvre with emissions in seeking to meet Euro 3 requirements and this allowed a richer mix. The end result is more flexible, smoother engine even under hard acceleration.
A TUBULAR FRAME AS PER MV TRADITON
Retaining the chrome-molybdenum trellis frame was a simple choice for MV. The trellis frame is more than merely aesthetically pleasing, it capably handles the reconfigured engine power output and last of all, is easy to work on when so required. In the first 750 version of the Brutale, the frame was designed to bear theoretical torsion and flexing parameters greater than those it would in fact have to handle. This was because we knew that eventually we would arrive where we are today. Therefore � no changes needed. The geometry is the same as are the other settings as proof of the fact that we knew right from the start where we would end. The rake is 101.5 mm (3.99 in), the wheelbase measures 1,410 mm (55.51 in) and the maximum overall length is 2,020 mm (79.52 in) for an overall weight of 185 kilos (407.8 lb).. The classic single rear swingarm sets the scene and is a symbol of technology and originality. It is simply a work of motorcycling art, but its compactness and manoeuvrability are both down to MV Agusta�s racing experience.
CHANGES TO THE FORKS
Due to the introduction of new brakes and the increased power output of the 1078 cc engine, the forks have been modified. The ends now have lugs to carry the calipers while internal calibration has been modified to handle the increased loads the suspension will have to deal with. Great care has been taken to ensure that none of the comfort that a bike like the Brutale 1078RR provides its rider is lost. One small change regards the travel that has been increased to 130 mm (5.11 in). The type of forks remains unchanged and the Brutale boasts a pair of upside down 50 mm Marzocchis to keep the front end glued to the road when the rider is using the machine with a certain degree of zest. The rear shock absorber remains unchanged and the suspension has been calibrated to handle the power output. The suspension system keeps the back end in line under the hard acceleration on exiting bends that the 154 CV engine encourages. Rebound, compression and spring pre-load can all be adjusted on the Sachs monoshock unit.
NEW BREMBO BRAKES
The Brutale 1078RR now features the most powerful and exclusive brakes available. The system features race-bred monoblock or one-piece radial calipers like those fitted to the F4. The aim of the new system is to increase stopping power and reduce braking distances but at the same time decrease the amount of pressure needed on the brake lever and thus tire the rider less. The Brutale 1078RR can brake later than the competition and is already set up for the track with its new monoblock radial calipers. With the Brembo system this Brutale is now Italian from head to toe. The highly original forged aluminium five-spoke star-shaped wheels are also Brembo and measure 3.50� x 17� at the front and 6.00� x 17� at the rear with 120/70 ZR 17 and 190/55 ZR 17 tyres.
Rake and trail are terms often used when discussing sportbike handling. Manufacturers sometimes highly tout these numbers in their brochures, and we often refer to them in testing. Trail especially affects how a bike feels, and can determine its stability, steering quickness, and in general, a large portion of the bike's handling characteristics.
Rake is the angle of the steering | Trail can be calculated from |
Rake is defined as the angle of the steering head with respect to a line drawn perpendicular to the ground (left). A smaller angle, or less rake, is sometimes referred to as being steeper, and production sportbikes are currently in the neighborhood of 23 degrees of rake. Trail is the horizontal measurement from the front axle to the point at which a line drawn through the steering head intersects the ground (figure 1). Current sportbikes have 90-95mm of trail. While the two dimensions are interrelated, trail is the number that mostly changes the steering feel of a motorcycle. Trail gives a motorcycle stability because of the self-centering effect caused by the front wheel being behind (or trailing) the steering axis. Too little trail, and this self-centering effect is decreased to the point of instability. Too much trail, and the effect is so great that steering becomes heavy. There is a lot more to trail than this (and for more detail, you can refer to the resources listed here), but these are the basics for the purposes of this discussion. At first glance, most sportbikes appear to have a set rake and trail that cannot be changed, but that is not necessarily the case. Given a motorcycle's basic dimensions, we can calculate trail as follows (right): (equation 1) Trail=RSinø-0/cosø R=tire radius 0=triple-clamp offset ø=rake
An expert-level roadracer can notice a change in the order of 1mm in trail, and working equation 1 backward, we can calculate the change in rake required as just less than 0.2 degrees. Using an approximation based on the arc length from the rear axle to the steering head, we can further calculate that a fork-height change of just 4mm is enough to effect this angle change.
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