2022 MV Agusta Brutale 1000 RS Powerful Naked Bike Review Specs Price

Power is excellent, they say, and you can never have too much of it. Imagine being able to buy a brand-new street bike that produces almost 500 horsepower at 13,300 rpm. It could quickly destroy any modern MotoGP bike in a straight line and would be the ultimate badass ride.

Of course, this amount of power is not nearly produced by the 2022 MV Agusta Brutale 1000 RS Powerful Naked Bike. However, the large Brutale’s acceleration is very swift in a specific rpm band, quickly launching its rider into what seems like time travel. On public roadways, everything appears to move at the speed of light. You should give this music video your full attention.

2022 MV Agusta Brutale 1000 RS Powerful Naked Bike – Features and Specs

Engine Features

Before we get into the big-bore, hyper-naked MV, a word of clarification is needed, so you don’t think we’ve gone entirely insane. When the Brutale is run on the CW Dynojet dyno, the 1000 RS engine produces an additional 20 horsepower and roughly ten pound-feet of torque between 8,400 and 8,900 rpm, 30 horsepower from 8,000 to 9,000 rpm, and about 65 horsepower (and 15 pound-feet of additional torque) from 8,000 to 11,000 rpm. Applying these arm-straightening power ranges over the idle to redline rev range of the Brutale, the minimum comparable theoretical power-to-the-ground would be 260 Hp (65 Hp/3 krpm x 12 rpm). The highest would be an outrageous 480 Hp (20 Hp x 2 krpm x 12 rpm). Some people could be thinking, “Eh, what’s a quick acceleration of 500–3,000 rpm?” Others may say, “Wait, horsepower curves and engines don’t operate this way.”

Initially, relax and enjoy us. With our flawed reasoning, one must consider that this peak in horsepower causes a rush of adrenaline far above motorway speeds. Second, the MV’s acceleration in that rpm range is one of the greatest I’ve ever encountered. In my profession, I’ve had the chance to ride several race bikes of the world championship caliber. Finally, to put things into perspective, the incredible supercharged 2021 Kawasaki H2 SE we tried in September “only” generated a fairly linear 20 horsepower per 1,000 rpm over most of its rev range, culminating at 167.22 horsepower compared to the Brutale’s 170.45 horsepower. The Brutale RS produces 50% more horsepower in the same 1,000 rpm range while pulling just as hard as the H2 SE. Something to consider.

Appearance

The striking appearance of the brilliant red Brutale, with its fake MotoGP-style winglets, sweeping design, and four different high-mounted, outward-facing slash-cut mufflers, provides the first indication of its speed. Once you get beyond the visual delight and start riding the Brutale, you’ll notice that the rider triangle has a more forward-than-normal reach to the somewhat low, flatter-angled clip-on handlebars, similar to the MV Dragster RR SCS. Thankfully, the mirrors are placed in a specific area, making the bike’s total width easier to control in confined spaces. However, at motorway speeds, the mirrors jiggle excessively, sometimes making it hard to see whether The Law is coming up behind. The digital speedometer on the RS reads abnormally high compared to other automobiles we passed and peered inside, making it difficult to determine the bike’s actual speed.

Comfort—Or Lack of It

The MV offers an excellent fit and feels while traveling on freeways or in local curvy riding locations. A not-too-tight seat-to-foot peg distance well accommodates my 32-inch inseam, but the left and right exhaust heat shields protrude to the point that my heels may easily touch them; my left foot grabbed the edge on the left side.

The default suspension settings provide a comfortable, agreeable ride. One compression damping adjuster screw is located on the left leg of the 50mm Marzocchi fork, and one rebound damping adjuster screw is located on the right leg. Spring preload may be manually adjusted in each fork portion upfront. Almost every rider’s demands may be accommodated by the Sachs piggyback-style reservoir shock that handles the rear suspension. It has a manually adjustable spring preload, high- and low-speed compression damping, and rebound damping. It is fortunate since the small front half of the seat, even with the suspension set to its softest setting, doesn’t get along very well with my derriere; after approximately 40 minutes of highway riding, I start looking for a more comfortable position. The small front part of the seat does make it simpler for me to touch my feet to the ground thanks to the 33.3-inch seat height, but it’s still not very comfortable. A pleasant alternative is to roll back to the broader part of the seat.

A surprise and fantastic piece of gear for a non-sporting platform is the movable pivot shaft for the single-sided aluminum swingarm and the fully adjustable suspension. The cast aluminum rear wheel with its offset spokes linking it to the rim is another intriguing design element. MV is still delving deeply into an original design.

Electronic Adjustments

The dual-function 5-inch TFT color display offers valuable information to inform the rider of what’s happening. The “street” panel shows all the specific information, including the configurable combinations: current speed, rpm, gear, trip 1/2, odometer, time of day, time spent riding, ambient temperature, coolant temperature, fuel gauge, reserve fuel alert, and fuel efficiency. The track-specific information on the Track screen contains valid data, including lap times and memory, peak speed, and lean angles. Programming choices for cornering ABS, eight levels of traction control, front wheel lift, quick shift, Ohlins electronic steering damper, engine response and braking, MV App for smartphone connection, navigation mirroring, Bluetooth, and more are all integrated into the color display.

On the left handlebar, all of this programming is ostensibly intuitively managed. The rider controls Launch mode, the four power maps (Rain, Sport, Race, and Custom), and cruise control on the right handlebar. It’s almost too adjustable for a motorbike that isn’t track-focused, but it’s still good to have alternatives and figure out what suits a specific rider the best.

Making the best use of these choices is relatively simple. Due to the variable road conditions in cities, I adjusted the suspension to be softer, the Traction Control to be somewhat more active, the ABS to be more noticeable, the engine response to be slower and the engine braking to be stronger. The larger RS, on the other hand, has sharper handling with stiffer suspension and a more responsive engine with full power and less engine braking, so of course, I prefer it while tearing up and down my favorite mountain routes. I generally simply let my right wrist and foot handle the traction control and ABS functions, but not with the drivability and power of the RS.

My right wrist could not convince the four 50mm dual-injector throttle bodies to adequately feed the 13.4:1 compression cylinders whether doing errands around town, driving on the interstate, or leaving tire prints on the mountain roads. It was almost hard to smoothly accelerate from a standstill or roll on the throttle through town since the engine constantly sputtered below 3,000 rpm. It might be why the giant bike’s top-gear roll-on speeds at 40–60 mph and 60–80 mph, which were 3.55 and 3.37 seconds, respectively, were slower than anticipated.

The MV’s failure to let the rider locate and maintain a neutral throttle-by-wire position at any rpm through a turn is another issue with the drivability since the throttle-by-wire either accelerates or decelerates but never provides a constant throttle for smooth carving. The engine reacts suddenly to this, causing the chassis to tilt forward and backward in response. It is unquestionably bothersome and is undoubtedly Brutale’s $29,998 biggest flaw.

As previously said, I typically choose not to use traction control, but in this instance, I wasn’t going to be timid and unwillingly accept its assistance. With its superior grip and feedback during turn entrance and exit, the stickier Pirelli Diablo Supercorsa SP tires help keep everything in control and linked to the road. When entering a bend with heavy braking, do you alter your line? The 120/70ZR-17 states there is no issue. Hammer the throttle when turning? The large 200/55ZR-17 rear tire on its broad 6-inch rim begs for action.

These sticky tires are necessary because once the Brutale’s engine reaches its sweet area of 8,000–11,000 rpm, all hell will break free. The rider had better have everything organized and oriented correctly. At more incredible speeds, the RS accelerates at an astonishing pace. This kind of power band reminds me of two-stroke grand Prix motorcycles, which had a hit like a corked bat at the top and very little bottom-end and scarcely perceptible off-corner middle.

Warp Speed

The engine seems a little sluggish while driving the RS at lower speeds—say, 30-70 mph—and moves around corners slowly in first through third gears. But when given a chance to run free on highways with top speeds of 70 mph and longer straightaways connecting more open corner exits, the big Brutale’s 998cc engine with titanium rods and valves spins up so quickly and pulls so hard that you’d be forgiven for believing you were riding a MotoGP bike in the 8,000–11,000 rpm range.

Such an intriguing power delivery puts fuel efficiency and range into doubt, yet even on those mostly lonely mountain roads, the bike’s poorest miles per gallon was 23.7 mpg. However, 71 miles later, located deep in the mountains and miles from a gas station, the reserve warning panel emerged, making the driver hope that there was still enough petrol in the 4.2-gallon tank to make it. The outcome was a brief sprint down the mountain against gasoline usage; fortunately, the bike finished.

On the opposite end of the mpg spectrum, the Brutale RS achieved a respectable 37.8 mpg when driving on highways and was lax with traffic regulations. Not terrible, and undoubtedly a slower pace would have produced better results, but it’s tough to follow the rules when you have this kind of strength.

A tubular Chromoly trellis frame controls that power and maintains the chassis’ composure. It offers predictable stability whether traveling straight ahead or around the tires’ edges, never veering off course, and enables riding enjoyment at all skill levels.

When all of this fantastic stuff has to come to a stop, the Brembo system with ABS manages it all with ease. Brembo Style twin one-piece four-piston radial-mounted calipers at the front tightly clamp 320mm rotors, while a dual-piston caliper at the back clamps a 220mm rotor. The 483-pound Brutale can be brought back to legal speeds without using the ABS thanks to the Brembo setup’s superb braking power and sensitivity at both ends. However, the RS could only manage 136.48 feet from 60-0 mph and 34.93 feet from 30-0 during our rigorous panic-stop braking testing.

So the 2022 MV Agusta 1000RS features an almost stunning power curve, a chassis that maintains everything in the sweet spot well-composed, and a braking system that competently does its responsibilities. These are undoubtedly outstanding performance qualities, particularly for a street bike that is quite bare. The electronics package, meanwhile, maybe the most valuable component since it not only provides a wide range of choices for different riding situations and skill levels but also aids in controlling that fantastic burst of acceleration, a phenomenon that sends the MV and driver into warp speed. In all honesty, it’s hard to picture our ideal motorbike, which would have about 500 horsepower and handle similar to this MV. But it doesn’t matter if this is a little taste of what that type of power may be like. That could perhaps be a wonderful thing in excess.

2022 MV Agusta Brutale 1000 RS Powerful Naked Bike – Pricing Technical Specifications