Editing MV Agusta Brutale 990R

{{Infobox Motorcycle
|name             = [[MV Agusta]] Brutale 990
|image            = [[File:MV-F4-990R-Brutale-10.jpg|frameless|MV Agusta Brutale 990]]
|aka              = Brutale Hydrogen, Brutale Wally, Brutale 989R, Brutale 990R
|manufacturer     = MV Agusta
|parent_company   =
|production       = 2010
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, transverse four cylinder. DOHC, 4 radial valves per cylinder
|bore_stroke      =
|compression      = 13.0:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         = Digital CDI
|spark_plug       =
|battery          =
|transmission     = 6 Speed
|frame            = CrMo Steel tubular trellis (TIG welded) Rear swing arm [[pivot]] plates: material Aluminum alloy
|suspension       =Front: UPSIDE - DOWN telescopic [[hydraulic]] fork with external and separated adjustment of rebound and [[compression damping]] and of spring preload Rod dia. 50 mm <br>
Rear: Progressive, single [[shock absorber]] with [[rebound damping]] and spring preload adjustment Single sided swing arm: materiale Aluminum alloy
|brakes           =Front: 2x 310mm discs 4 [[piston]] [[caliper]] <br>Rear: Single 210mm disc 4 piston caliper
|front_tire       = {{tire|120/70 ZR 17}} 
|rear_tire   	  = {{tire|190/55 ZR 17}} 
|rake_trail       =
|wheelbase        = 1438 mm / 56.6 in
|length           =
|width            =
|height           =
|seat_height      = 830 mm / 32.6 in
|dry_weight       = 190 kg / 418.9 lbs
|wet_weight       =
|fuel_capacity    = 23 Liters / 6.0 US gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}



==Engine==
The engine was a Cooling with separated liquid and oil radiators cooled Four stroke, transverse four cylinder. DOHC, 4 radial valves per cylinder. The engine featured a 13.0:1 [[compression ratio]].  

==Drive==
Power was moderated via the Wet, multiplate.  

==Chassis==
It came with a 120/70 ZR 17 front [[tire]] and a 190/55 ZR 17 rear tire. Stopping was achieved via 2x 310mm discs 4 piston caliper in the front and a Single 210mm disc 4 piston caliper in the rear. The front suspension was a  UPSIDE - DOWN telescopic hydraulic fork with external and separated adjustment of rebound and compression damping and of spring preload Rod dia. 50 mm while the rear was equipped with a Progressive, single shock absorber with rebound damping and spring preload adjustment Single sided swing arm: materiale Aluminum alloy. The Brutale 990R was fitted with a 23 Liters / 6.0 US gal fuel tank. The bike weighed just 190 kg / 418.9 lbs. The wheelbase was 1438 mm / 56.6 in long.  
== Photos ==
[[File:MV-F4-990R-Brutale-10.jpg|600px|MV Agusta Brutale 990]]
[[File:MV-F4-990R-Brutale-10--2.jpg|600px|MV Agusta Brutale 990]]
[[File:MV-Agusta--Brutale-989-12--1.jpg|600px|MV Agusta Brutale 990]]
[[File:MV-F4-990R-Brutale-10--3.jpg|600px|MV Agusta Brutale 990]]

== Overview ==

MV Agusta

Brutale 990R
























Almost a decade has passed since the appearance
of the first Brutale, a prestigious, naked motorcycle with fascinating design,
power, and speed. Its characteristics, unique and unmistakable, have made it
famous the world over, enabling it to win coveted prizes as the most beautiful
motorcycle of the year.

The Brutale pushes the limits of research and technology in its 2010 models -
the 990R and the 1090RR. With its state-of-the-art components, the 2010 Brutale
delivers acclaimed performance and ease of riding, in keeping with the "Made in
MV" formula: a commitment to excellence in componentry, in the design of which
MV Agusta is at the forefront. The "easy" handling enable the Brutale to compete
with the Japanese nakeds: it is agile and instinctive in the hands of the rider.
It excels on the racetrack, and its eclectic elegance and charm thrill even the
casual admirer.

To achieve these results, it was necessary to replace 85% of the components, but
the new Brutale has preserved the significant style features of previous
versions. The work carried out on the 990R and 1090RR cannot be defined as mere
restyling; rather, it is a silent MV Agusta revolution.

There is little left of the old Brutale model, as 85% of the parts have been
completely redesigned. From the aesthetics, to the engine, to the rolling
chassis, no component can be interchanged with those of the previous versions.



Among the new parts:

* Front wheel rim, either gravity die-cast, or forged
* Front brake disk
* Suspensions Internals (oil dynamics and components of the front fork)
* Instrument cluster (design, logic definition and information handling)
* Brake pump with integrated tank
* Headlight
* Mirrors with directional indicators
* Handlebar
* Handgrips
* Steering damper
* Fuel pump
* Fuel filler cap
* Inner damper (oil dynamics and inside components)
* Rear swingarm
* Rear turn signals
* Taillight
* Pressure die-cast rear taillight support
* Rear wheel hub, either gravity die-cast, or forged

Many of these parts have been designed and crafted by MV Agusta, rather than
sourced from market suppliers, thereby affording technical and aesthetic
perfection.

Of all the world's manufacturers, only MV Agusta obsessively pursues aesthetic
perfection in its component design, because its aim is to make beautiful what
others make only functional. And, without being presumptuous, the Brutale is the
best example there is on the market.

BRUTALE 990R: Aesthetics

Headlight - The headlight retains the same drop profile and the same dimensions,
but introduces a fresh, more modern design, which takes account also of a
modified support, but eliminates the direction indicators. Inside, in addition
to a new poly- ellipsoidal element, there is a system of 8 LEDs that create a
"light strip" effect, like that found on cars, which for motorcycles is entirely
new.

Instrument cluster and instrumentation - The new lines of the instrument cluster
have abandoned the soft shapes of the previous cluster to achieve a style that
is in keeping with the modern, slender features of the bodywork. It is designed
to fit a personalized, interchangeable cover, which the rider can select from
those available in the accessory line. The instruments are also all new, working
in conjunction with the engine control module via a high speed CAN line,
retaining the split dial, with the rev counter, which is even more precise. The
two LCD screens have been enlarged and have even more functions. There is now an
indicator showing which gear is engaged, the fuel level, the speed, the hazard
key, the water temperature, and the chronometer function, with memory of laps
and of times. The instruments are already set up to use a system for monitoring
tire pressure.

Handlebar - The fitting of the handlebar is flexible, to improve comfort and to
reduce the vibration level. On the integrated handlebar clamps, the upper triple
clamp assembly, including the handlebar clamp, is new. This latter has been
designed with an elegant hinge release system, which enables the handlebar group
to be quickly dismantled. The handgrips also have a new design, with an
alternation of smooth and rough areas that improves grip.

Rearview mirrors - The rearview mirrors are larger and have more volume for
greater visibility, but have also been placed higher up than before; the arm is
in pressure die-cast aluminum, to reduce vibrations and to improve stability.
They house LED direction indicators (3 on each side), which are perfectly
incorpora- ted into the rear mirror assembly, yielding a cleaner line than the
traditional position.

Key block - The ignition block is the very latest generation, fitted with an
immobilizer, the presence of which is indicated by a red light on the instrument
cluster. The fuel cap is also new, with an advanced design in which the MV name
stands out on the back, thanks to careful and precise manufacturing.

Bodywork and technical fittings - The air ducts for the air box are larger and
tapered directing additional airflow. The radiator protections, no longer in
metal and integrated with the mechanical components, are now part of the
bodywork. In addition to streamlining the radiator and protecting it, they act
as ducts to provide better cooling. The most evolved part of the motorcycle is
the rear, thanks to a thinner, more modern tail, which makes sitting more
comfortable. The LED taillight is integrated into the tail, which is no longer
in plastic, but is pressure die-cast in aluminum, and is an entirely new design
element. The two beautiful exhausts, which flow along the right side of the
motorcycle, have been enhanced, eliminating the welding at the tips of the
silencers and, above all, featuring an even more inclined and thinner cut that
matches the lines of the bodywork. The external engine supports are sleeker and,
along with the side stand, are embellished with the MV logos in relief.

The 990R version comes in two colors: Red or Black, both with Silver tank side
panels.



BRUTALE 990R: Engine

The engine size has increased from 982.3 cc to 998 cc without any variation in
layout. The cylinder bore and stroke have gone from 79 x 50.1 mm to 76 x 55 mm.
The reconfiguration of the 4 cylinders, with 16 radial valves, seeksto make
power delivery smoother, with a response that is more progressive, solid, and
harmonious than before, especially when opening-closing and when accelerating.

For this purpose, a new 46 mm Mikuni throttle body assembly, with a non-return
feed that is 0.33 lbs lighter than the previous one, has been installed. The new
throttle body assembly is operated by Marelli 5SM electronics, which perform
better than the previous, and which feature new software for such things as
traction control (for which 8 adjustments can be made) and a double EFI map.

No alterations have been made to the materials, measurements, and profiles used
on the thermal side, but the new electronics allow for the elimination of the
position sensor of the camshaft. The completely redesigned engine crank case is
1.32 lbs lighter than the previous one, and is fitted with a counter-rotating
balancing shaft to resist high-frequency secondary vibrations, which has been
placed at the front of the engine and is driven directly by the primary
transmission gear. While the transmission ratios remain the same, the internal
gearbox command mechanism is entirely new, redesigned to allow adopting a gear
sensor, and to provide a smoother and more comfortable shift of the lever. Using
this new sensor, the engine control unit is able to optimize the injection and
ignition calibrations and the position of the exhaust valve according to the
demands of the individual gears.

There is also a new Mitsubishi, Neodymium-Iron-Boron generator, cooled by a high
pressure internal oil jet, which - together with the new transmission system and
a damper that incorporates an elastomer vibration canceling system - contributes
to saving a full 3.52 lbs.

The lubrication circuit has also been entirely renewed, with a double rotor pump
which is smaller and lighter (by 0.75 lb), but more efficient than the previous
one. The circuit is no longer divided, as it was before, and the pump serves the
radiator and the engine which are placed in series. The new oil filter has an
environmentally- friendly paper element, which is easy to access without
dismantling any part of the engine, thereby reducing maintenance time. The water
pump, too, has been completely redesigned, and although it is 0.13 lb lighter
than the previous one, its cooling capacity is up to 65% greater at low revs.

Engine performance has been optimized to improve drivability and power delivery,
which are further enhanced by the new exhaust system, which has a choke valve
operated by the injection control unit.

BRUTALE 990R: Rolling Chassis

The cage of pipes in chromium molybdenum steel, which constitutes the frame,
retains the TIG welded trellis structure, but with a taller, lighter, and more
rigid design. Taking a cue from the aeronautical industry, MV opted to use the
more precise and more costly TIG welding process to make the frame stronger and
more attractive.

The extension of the rear swingarm (which has been entirely redesigned and is
2.2 lb lighter) lengthens the wheelbase for greater precision in the ride,
increasing the torsional rigidity and decreasing the weight. The new wheelbase
also reinforces the Brutale's signature stability. The weight reduction in the
wheels and swingarm provides improved suspension operation.

The new chain guard is wider and wrap-around, improving protection against dirt
and thus enhancing rider safety. A forged insert has been incorporated as an
aesthetic detail and protects the rear swingarm in the event of an impact or
fall from the vehicle.

The rear wheel features a cush-drive, plus a new hub and bearing, the purpose of
which is to make the engine more resistant to stress and to improve comfort.

Although not adjustable on the 990R, the foot rests have a flexible assembly to
absorb vibration and to improve comfort during the ride.

With an innovative design, the rims are even lighter than those on the 989R;
they are gravity die-cast, with a weight that is 1.5 lb less on the rear rim,
and 0.77 lb less on the front.

The front forks have had their internals and oil dynamics completely designed by
CRC, and are produced by Marzocchi exclusively for MV Agusta. The stems are 50
mm, and the compression, extension, and spring preload may be adjusted. The
internal components and the calibration have been modified, with the range
dropping from 130 mm (5.12 in) to 125 mm (4.92 in).

The front wheel trail has been increased from 3.99 in (101.5 mm) to 4.07 in
(103.5 mm), the wheelbase extended from 55.51 in (1410 mm) to 56.61 in (1438
mm), the height of the seat from 31.69 in (805 mm) to 32.68 in (830 mm), and the
angle of the steering tube increased from 24.5 to 25°.

The rear shock absorber covers the oil dynamics and the internal components. It
offers a single adjustment of the extension, without a separate tank.

The braking system includes 12.2 in (310 mm) NHK disks, a steel flange and
Brembo 1.26 in (32 mm) radial mount 4-piston calipers.



Review
When Italian motorcycle manufacturer MV Agusta first announced
the 2010 Brutale, there were some who questioned whether it was rational for MV
to attempt an update that made the bike less, ahem... brutal. We decided it
would be best to wait and see the bike in person and live with it for a while
before making any such judgments  particularly since judging a vehicle solely
by its spec sheet almost never has any real merit. And we're certainly glad that
we did.

Upon our first few minutes with the new Brutale 990R, we had developed an
initial gut reaction: From the instantly recognizable styling to the raspy
exhaust note of its heavily revised inline four-cylinder engine, the 2010
Brutale is every bit the sense-tingling naked bike that its predecessor was.

This revelation, though, raises a couple of questions. Is the new Brutale too
much like the old Brutale? If so, is that really such a bad thing? And finally,
would the new influx of cash and the corresponding watchful eye of current
(though probably not much longer) owner Harley-Davidson equal a watered-down
Italian experience? To borrow a phrase from the marketing types from The Shack,
You've got questions... We've got answers. Read on for enlightenment.

Let's take our usual walk around the new-for-2010 Brutale 990R to take in all
the details. At first glance, the casual observer may see very little clues that
MV's new naked sportbike is in fact all-new. A closer inspection reveals that
nearly nothing is carried over from the last generation. MV claims that over 85%
of the 2010 Brutale is new and not interchangeable with the 2009 model, but it
still might take a ride or two to prove the new one is sufficiently different
from the old. Whether this seemingly carry-over design language is good or bad
is up to individual tastes.


As far as we're concerned, the old Brutale was still one of the
most visually stimulating designs on the market, and so the fact that the
made-over 2010 model looks so much like the previous generation is anything but
a bad thing. Further, the more time we spent, the more the unique details and
updates jump out at you... so much so that we found ourselves just staring at
every angle while conducting our photo shoot as the sun went down behind the
mountains. It wasn't until we unloaded our memory card that we realized we had
taken over 300 pictures in just one sitting.

On the other hand, we imagine that there is a sizable portion of the population
that doesn't want their brand new motorcycle to look anything like its
predecessor, especially when said predecessor has been around for nearly a
decade. For that contingent, the new Brutale had better offer something to make
it stand out from the crowd  namely, an unforgettable riding experience. If
that's the case, we come bearing very good news. The 2010 Brutale 990R
accelerates, stops and flicks from side to side with an authority that proves
the 2010 edition has totally earned its name. On the other hand, it's also
significantly more comfortable and accommodating than the first-generation
Brutale. Yes, we know that sounds oxy-moronic, but bear with us.

Swing a leg over the 2010 Brutale 990R and you'll find your posterior gently
resting on a surprisingly comfortable perch. Yes, it's pretty high up there at
nearly 33 inches off the ground, but the reach to the handlebars is now much
more comfortable and natural than before, and the pegs have been relocated so
that your legs don't feel too cramped. Further refinements to the basic naked
package include slightly relaxed steering geometry (a 24.5-degree rake and four
inches of trail, for what it's worth) and a 56.6-inch wheelbase made possible by
a swingarm that's 20 millimeters longer and 2.2 pounds lighter than before. All
of these updates add up to a finished product that's just a wee bit easier to
handle than the last Brutale.

That's all well and good, but how does it perform? Twist the key to the On
position and you'll be greeted by a chorus of chirps and whirs as the bike's
on-board computers go through their initial start-up routine. The dashboard
combines a suitably large analog tachometer on the left with a digital display
at the lower right of its dial. A much larger rectangular LCD screen displays
all manner of important data, including speed, gear indication, water
temperature and a chronometer that keeps track of lap times. Once the electronic
gadgetry informs you that all is well and good in Brutale Land, it's time to
thumb the starter button.
The heavily updated engine fired up easily and reliably every time while in our
hands. Fueling seemed pretty good both at docile speeds and when hammering the
throttle with aggression, though it responds a bit more violently at part
throttle than you might initially expect. Crucially, the 2010 Brutale sounds as
if it has extreme antisocial tendencies, and that's even more true as the revs
rise. And rise they will, often and with authority. Just as with every one of
the 15,400 Brutales sold since its introduction, MV's proprietary inline-four
revs from idle to redline with almost as much vigor and verve of a racebike. We
didn't get the chance to sample the larger 1078cc model, but we can say with
absolute conviction that the 998cc powerplant in the 990R offers up plenty of
punch for a bike with the Brutale's lack of bodywork and sit-up-and-beg riding
position.

A handful of throttle in first gear from anything over 4,000 rpm will lift the
front wheel a few inches off the ground in an extremely controllable fashion,
and that rubber won't touch the ground again until you back off the throttle or
shift to second for an encore performance. A similar application from the right
wrist at anything near double digits on the tach in either of the first two
gears will give you a very clear look at the clouds above. Best to keep your
right foot hovering over the rear brake to keep those 139 horsepower and 78
pound-feet of torque in check.

The dual front discs with four-piston Brembo calipers combine with the single
rear disc and four-piston caliper to provide extremely strong deceleration
force, excellent modulation and zero fade despite repeated hard stops. Although
the uplevel 1090RR comes with Brembo Monobloc calipers clamping down on discs
that are 10 millimeters larger in diameter, we can't imagine any rider finding
fault with the binders on the lower-spec 990R we tested. Similarly, the
50-millimeter forks from Marzocchi, which are fully adjustable for compression,
rebound and preload, are beyond fault when set up properly for the rider's
weight. At the rear, a Sachs shock is adjustable for preload only and we'd say
it adequately props up the rear end, but doesn't seem quite as sophisticated or
supple as the fork.

Lean angle on both sides is plentiful and the Pirelli Diablo Rosso tires were
sufficiently sticky. We never noted any hard parts touching down despite plenty
of abrasion on our knee pucks. We're not quite sure what to say about the
Brutale's electronic traction control, other than to note that we never felt the
need to adjust the bike's computer out of Race Mode or to mess with the
eight-way traction control. In any case, we didn't ever sense any evidence of a
loss of traction. While a proper session at the track would surely tell the
entire tale, we'll just assume our consistently good rear grip means the
traction control system worked as designed since we know for sure the bike has
sufficient power to slide the rear at will. What we did notice, however, was the
unfortunate lack of a slipper clutch, which does come standard on the more
expensive 1090RR. When scrubbing speed and downshifting on the 990R, there's a
notable amount of tire chirping out back and even a small bit of chatter when
getting really aggressive.
In addition to the slipper clutch, which should really be standard fare for a
bike of this ilk, there are a few things we'd change about the new Brutale.
First, we wish there were less of a style compromise between the 990R and the
1090RR. To our eyes, the color palettes offered on the latter are much nicer
than those of the former. We'd also like to see the testa rossa (that'd be the
red engine head) standard on the 990R as it is on its pricier brother, as it
just screams Italian exotic. Less important, but slightly annoying, was the red
on the passenger seat didn't quite match the red of the bodywork. But we're
splitting hairs, here.
Beyond those admittedly minor demerits, we love ourselves some Brutale. Yes, it
is indeed less frenetic and easier-going than its forebear, but we're putting
those attributes firmly in the Positives column, not the Negative. The newly
refined machine is just as engaging as it ever was, the styling of the Brutale
still stands up to our critical eyes and the updates made to the bike's
ergonomics make it a much more inviting option in the face of stiff competition
from the likes of the Ducati Streetfighter and Triumph Speed Triple. Finally, we
think the $15,000 asking price is pretty damn attractive for what you're
getting.

So, the 2010 MV Agusta Brutale somehow manages to live up to the performance
heritage set by the original model while also offering useful improvements that
make it easier to live with. As they might say in Italy... Mamma mia, ma che
bella machina!

{|  class="wikitable"
|- 
!Make Model
|MV Agusta Brutale 990R
|- 
!Year
|2010
|- 
!Engine Type
|Four stroke, transverse four cylinder. DOHC, 4 radial valves per cylinder
|- 
!Displacement
|998 cc / 60.9 cu-in
|- 
!Bore X Stroke
|76 x 55 mm
|- 
!Cooling System
|Cooling with separated liquid and oil radiators
|- 
!Compression
|13.0:1
|- 
!Induction
|Mulitpoint electronic injection
|- 
!Ignition
|Digital CDI
|- 
!Starting
|Electric
|- 
!Max Power
|102 kW 139 hp @ 10600 rpm
|- 
!Max Torque
|106 Nm / 10.6 kgf-m @ 8000 rpm
|- 
!Clutch
|Wet, multiplate
|- 
!Transmission
|6 Speed
|- 
!Final Drive
|Chain
|- 
!Gear Ratio
|1st Speed 13/38 109.7 km/h (68.1 mph) at 11600 rpm 2nd Speed 16/34 150.8 km/h (93.6 mph) at 11600 rpm 3rd Speed 18/32 180.3 km/h (111.9 mph) at 11600 rpm 4t Speed 20/30 213.7 km/h (132.7 mph) at 11600 rpm 5th Speed 22/29 243.2 km/h (151.0 mph) at 11600 rpm 6th Speed 19/23 265.0 km/h (164.5 mph) at 11600 rpm
|- 
!Frame
|CrMo Steel tubular trellis (TIG welded) Rear swing arm pivot plates: material Aluminum alloy
|- 
!Front Suspension
|UPSIDE - DOWN telescopic hydraulic fork with external and separated adjustment of rebound and compression damping and of spring preload Rod dia. 50 mm
|- 
!Front Wheel Travel
|130 mm / 5.1 in
|- 
!Rear Suspension
|Progressive, single shock absorber with rebound damping and spring preload adjustment Single sided swing arm: materiale Aluminum alloy
|- 
!Rear Wheel Travel
|120 mm / 4.7 in
|- 
!Front Brakes
|2x 310mm discs 4 piston caliper
|- 
!Rear Brakes
|Single 210mm disc 4 piston caliper
|- 
!Front Tire
|120/70 ZR 17
|- 
!Rear Tire
|190/55 ZR 17
|- 
!Trail
|102 mm / 4.0 in
|- 
!Dimensions
|Length 2093 mm / 82.4 in Width 760 mm / 29.92 in
|- 
!Wheelbase
|1438 mm / 56.6 in
|- 
!Seat Height
|830 mm / 32.6 in
|- 
!Ground Clearance
|130 mm / 5.9 in
|- 
!Dry Weight
|190 kg / 418.9 lbs
|- 
!Fuel Capacity
|23 Liters / 6.0 US gal

|}
== Videos ==
{{#ev:youtube|https://www.youtube.com/watch?v=JoidBt2Td7s|600|center}}
{{#ev:youtube|https://www.youtube.com/watch?v=cC3USm0xqK4|600|center}}

[[Category:MV Agusta motorcycles]]