MV Agusta Motorcycles UK

About the Company

MV AGUSTA was born during the postwar reconstruction period. Founded the 12th of February 1945, it actually initially produced and commercialized the first fifty units in 1946 riding the wave of an era that will mark the conquest of individual mobility.To give an image and value to its production, MV AGUSTA launched its challenge in competition terrain, adopting a philosophy which soon became a commercial slogan:"Racing experience at the service of mass production witnesses of that unforgettable era . For over 20 years, the red and silver fairings identified motorcycles capable of making a legend of all those who were privileged enough to grasp its handlebars.

The rebirth of MV Agusta brand, the repositioning amongst hi- powered motorbikes, and the constant evolution of Husqvarna product have been the main stage in the development of the MV Agusta Motorcycles company. MV Agusta's production installation are still centred on its famous seat in Schiranna, but have also expanded to the renovated factories in Morazzone and Cassinetta. These three sites, which deal respectively with the production of the engine, with the production of the frame and with final assembly and after sales care, integrate with the group's two technical centres: Crimson Centre in Morazzone and CRC (The Cagiva research centre) in San Marino. The MV Agusta is present on all main word markets through a network of subsidiary, importer and on the national market over 100 authorised dealers.
MV Agusta Heritage

1945 - 1950

"Meccanica Verghera Agusta" was founded on the 12th February 1945. Production started in 1946 with a 98cc 2 speed 2 stroke. A 3 speed version followed, and in 1949 the 125 4 speed 4 stroke was presented. The Agusta family decided to enter motorcycle racing in order to promote their motorcycle products. the first victory was on the 6th of October 1946 at La Spezia, Italy, and the first Italian Championship in 1950. Estimated production was of 30,000 engines.

1951 - 1960

The first World Title in the 125 Class in 1952, the victories in the "Milano - Taranto" and the offroad races were testimony of the technical validity of MV's products. 4 stroke engines enter production, and commercial success contributes in the acquisition of United States helicopter manufacturing licences by Costruzioni Aeronautiche Giovanni Agusta. Estimated priduction was of 175,000 engines.

Race results: 19 manufacturers' World Championships
32 National Championships

1961 - 1970

Mopeds are added tot he range of production motorcycles, as well as 250cc and 350cc twins, and a first for a European manufacturer, the 4 cylinder 600cc engine followed by the sport 750. The racing scene saw the arrivalof the 3 cylinder 350cc and 500cc engines that dominated on all world circuits, with a total of 101 Gran Prix wins and 10 World manufacturers' titles. Esitimate production was of 42,000 engines.

Race Results: 13 manufacturers' World Championships
9 National Championships

1971 - 1977

The death of Domenico Agusta brought a new corporate structure to the Agusta Group. The entry of a partner with public capital (EFIM) in 1974 was thought to encourage collaboration with another company directly connected to the government entity. The project did not take place. in 1976 the racing department closed and the production of "Mecacanica Verghera Agusta" soon ceased. Estiamted production was of 12,000 engines.

Race results: 5 manufacturers' World Championships
5 National Championships
our address

Robinsons of Rochdale
Central Garage
Water Street
Rochdale
Lancashire
OL16 1UH

Telephone: 01706 716650
E-mail: info@robinsonsrochdale.co.uk
MV Brutale 675 (CLICK FOR TECH SPECS)
BRUTALE 675 THE NEW MV AGUSTA FOR EVERYONE

Varese, 4 November 2011 – With the introduction of the Brutale line, MV Agusta has created the reference point of the large displacement naked category offering a product with a truly unique desing and superbike level performance.

The Brutale 675 is born, a bike that pays tribute to the advant guard styling of the original Brutale and offering performance never before available in this market segment.

The incredibly refined mechanical design has been matched with an ultra-technological chassis makes the new Brutale 675 a guaranteed success.

An innovative project, exclusive while at the same time accessible to all passionate motorcyclists with various levels of experience. This motorcycle is capable of satisfying even the most demanding riders as well as those that are new to the sport. From street to track, the MV Agusta Brutale 675 is able to take on any situation in stride and offer the pleasure, excitement and emotion that is typically MV.

Light, agile and power above and beyond that offered by the competition, the MV Agusta Brutale has a revolutionary engine that is the most advanced in the middle-weight segment. The new in-line three cylinder power plant is derived directly from the F3 and sets new records for compactness and the application of technical solutions only previously seen on MotoGp motorcycles such as advanced electronics with the MVICS (Motor & Vehicle Integrated Control System), a system that integrates the Full Ride By Wire throttle control with integral multi-maps for the engine and traction control. Power output is a staggering 115 hp at 12.500 rpm and a torque curve that is more similar to a liter bike rather than a supersport.

The chassis, as is the MV Agusta tradition, is without rivals in this category. The frame is a mix of steel tubing and aluminum components that offers a level of rigidity that is destined to make it the reference in its class.

At only 163 kg dry, the MV Agusta Brutale 675 can satisfy even the most demanding of riders. The extremely light weight coupled with the high power output of the engine will allow the Brutale 675 to accompany new riders from the beginning of their adventure on two wheels all the way to the peak of their riding capabilities.

In detail, the principle characteristics of the MV Agusta Brutale 675 are:
MV Brutale 920 (CLICK FOR TECH SPECS)

THE BRUTALE LINE EXPANDS

The MV Agusta model line-up is expanding with the introduction of the new BRUTALE and the 920 engine. This incredible naked has enamored the motorcycle world with its unique design that has been to date unequaled. Ever since its introduction the BRUTALE has continued to be the leader in both design and performance. With the launching of the new BRUTALE, the most beautiful and powerful naked is now within reach of an even larger number of riders whom have always dreamed of experiencing the emotions only the BRUTALE can deliver. A new engine, new chassis settings, a one-piece seat design with a focus on comfort, the BRUTALE offers a new interpretation of a high performance naked. A motorcycle that offers aggressive styling and raw performance matched with an intuitive chassis. A Brutale that is always incredible easy to ride and has never been this comfortable and intuitive.

On a cost per performance basis, the BRUTALE is without a doubt the new reference in the naked sport category. A technologically advanced 4 cylinder engine with radial intake and exhaust valves coupled with the same advanced engine control unit as the 1090RR together with one of the most evolved chassis’s the BRUTALE is able to easily tame even the most demanding roads and racetracks. This advanced performance is also coupled with a new look, with the color black dominating the new styling of the radiator shrouds and seat. But, looks are not everything and a major focus was also placed on rider comfort with a re-designed single seat that improves both rider and passenger comfort during every day use.

The BRUTALE project continues to remain faithful to the original objectives, MV wanted to build the most compact and light weight naked coupled with a superbike chassis together with raw engine performance that would enamor even the most demanding motorcyclist.

The principle characteristics of the new BRUTALE are:

Four cylinder engine with radial valves

Magneti Marelli 5SM engine control module

Traction control with 8 levels of intervention

Tubular steel frame coupled with aluminum side plates for maximum torsional rigidity

Single sided swingarm with a adjustable Sachs rear shock

Marzocchi upside down 50mm adjustable front forks

Brembo racing radial calipers

New single piece seat that is both lower and narrower

THE DESIGN

The new BRUTALE is without a doubt Brutale, but at the same time this is a new interpretation of the most admired naked in the world. The attention to detail is what makes this new model different and even easier to use in everyday riding. The single piece seat is both more comfortable for the rider as well as the passenger, the turn signals are no longer integrated into the mirrors but have been placed in a position for better visibility during city traffic, the suspension is now softer and more comfortable. A Brutale that is easier to use than ever before but with the same maniacal attention to detail that one has come to expect from MV Agusta. Just one look at the tubular steel frame, the anodized handlebars with pivoting clamps, the pure form of design of the shift and brake levers, the single sided swingarm and unique wheels and it clear why the Brutale is the most beautiful naked in the world.

The two available color schemes are black and white. The single sided swingarm along with the unmistakable styling make this new BRUTALE unique. A masterpiece of Italian Design, the attention to detail and monochromatic color schemes helps to highlight the technical details like the over-under side mounted exhaust and the original MV Agusta frame design integrating tubular steel and aluminum side plates.

THE ENGINE

The 4 cylinder 16 radial valve MV Agusta engine has reached a new level of evolution and technology. The 921cc, a new engine displacement for Brutale, finds the perfect balance between power and drivability. The new displacement of the legendary 4 cylinder is obtained with a new bore and stroke ratio with a focus on optimizing the power curve of the BRUTALE to be even more manageable while at the same time offering the class leading power. The new four cylinder MV Agusta matches 129 horsepower with a broad torque curve, incredible levels of power have never been this easy to control. The crankshaft of the BRUTALE is shared with the 55mm stroke unit in the 1090RR as well as the 2nd order engine balance shaft and the optimized oiling system and the oil cooled generator.

The BRUTALE has a number of dedicated engine components including the new cylinder block and 73mm pistons as well as a cooling system with the radiator catch tank which is now at the same pressure as the atmosphere helping to keep the engine temperature under control even in the most extreme track or city driving conditions. The intake system breaths through a bank of 46mm Mikuni throttle bodies working together with the hyper sophisticated engine management system. The Magneti Marelli 5SM ecu controls the fuel injection, ignition and the various maps. The double engine map (Normal and Sport) allows the rider to tune the engine management system to the conditions and coupled with 8 position variable traction control the BRUTALE can be ridden to the limit while always remaining under control.

THE CHASSIS

The BRUTALE shares its chassis configuration and geometry with the 990R and 1090RR as well as most of the chassis components. The frame is a mixture of a steel trellis structure and lateral aluminum plates that has become the trademark of MV Agusta since the first application on the F4, a frame structure that has been continually copied but never equaled by other manufacturers. The chassis dimensions are the same as on the other Brutale models offering a perfect dynamic balance and a precise response to rider inputs.

With a 1430mm wheelbase, 25° steering head angle and 103,5mm of trail the new BRUTALE offers without a doubt the best balance of agility and stability. A technical feature the new BRUTALE is a new steering head which offers optimized rigidity for this type of naked which will without a doubt become the new reference for easy handling. Coupled with the revised steering head design is new suspension valving which is both softer and smoother to give the maximum amount of feedback even to less experienced riders. But, make no mistakes, the new BRUTALE is still Brutale, thanks to the infinite amount of tuning possible with the 50mm Marzocchi USD front forks and Sachs mono shock.

With just a few clicks you can easily transform the BRUTALE into a track weapon. BRUTALE is also known for its agility: coupled with the new Pirelli Angel tires the feedback from the tarmac is always immediate and the 180/55 section rear tire aids in putting down the 129 horsepower from the MV 4 cylinder engine. Performance of a supersport and handle of a middleweight, the new BRUTALE from MV Agusta continues to redefine the naked sportbike segment.
MV Brutale 1090R (CLICK FOR TECH SPECS)

The success of the new generation of Brutale is in the spotlight due to its unmistakable design, advanced technology and exceptional performance. MV Agusta Brutale, a bike that has not only set the standard in the motorcycle market for excellence, but it has also become an authentic commercial success.

Lining up next to the Brutale 920, the entry level motorcycle in the MV Agusta four cylinder family, the new Brutale R 1090 is born and is the new market reference.

The engine is the high performance 1078cc four cylinder with radial intake and exhaust valves, the largest displacement engine ever built by MV Agusta. It is a volcano of power and torque with 106 kW (144 hp) at 10.300 rpm.

The frame is a mix of steel and aluminum mated to a Marzocchi 50mm USD front fork and a Sachs rear shock, both with valving specific to the Brutale R 1090 capable of taming the most torturous roads and demanding race tracks. The Brutale R 1090 also employs a 190/55 – ZR17 rear tyre that guarantees optimal grip, even during the most extreme conditions.

The Electronic Engine Control Unit has been programmed with a mapping that has been developed specifically for this new model, combining an optimal engine control coupled with 8 levels of traction control that can be selected by the rider.

Brutale R 1090, raw power mated with ergonomics that have also been developed with a passenger in mind thanks to the new one-piece seat with increased dimensions and refined styling that you have come to expect from an MV Agusta.

The Brutale R 1090 is the perfect motorcycle for those who are searching for a motorcycle in its essential form coupled with exceptional performance and unique design. The Brutale R 1090 will have 3 different color schemes; white, red and black all for £11,999 OTR. It will be available in dealers by the end of September 2011.
MV Brutale 1090RR (CLICK FOR TECH SPECS)

Introduction

The top model in the new Brutale range is the 1090RR, an extreme motorcycle with racing components that satisfies those who seek high performance in a fascinating and elegant motorcycle. 38 Rider Word titles and 37 Constructor championships in MV Agusta's history are reflected in this project, designed without compromise and above all the new Brutale follows the new "Made in MV" philosophy which stands for total quality in a project entirely designed and developed internally.

Aesthetics

The headlight retains the same drop profile and the same dimensions, but introduces a fresh design with the introduction of a new polyellipsoidal element and a system of 8 LEDs that create a "light strip" effect, like that found on cars. The direction indicators are now incorporated into the rear mirror assembly that is larger for greater visibility.

The instrument cluster has been completely redesigned and now operates on a high speed CAN line with extra functions. There are indicators showing which gear is engaged, fuel level, speed, hazard button, water temperature, chronometer function and traction control settings.

The handlebar and footrests have a flexible fitting to improve comfort and reduce vibration levels. The new steering head has a new steering damper on the handlebar.

The radiator protectors are no longer made of metal or integrated with the mechanical components, but are now part of the bodywork. Another distinctive element that differentiates the 1090RR model are the air ducts of the air box, painted in the same colour as the tank, they become an integral part of it, and as a result, the design is even more aggressive. The valve cover is painted red to underline the extreme power of this engine.

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 1090RR version comes in three colour formats:

Pearl white/pastel black

Pastel red/metallic silver

Pastel black/graphite grey

Engine

1078cc for 144 hp: the new in-line four cylinder engine rises to the top of the naked motorcycle class. It derived from the base engine featured on the 990R therefore there are no variations in layout but it has been reconfigured for smoother more progressive throttle response, more solid, and harmonious than before, especially when opening-closing and when accelerating. The same 46 mm Mikuni throttle body assembly is used, with the installation of a non-return feed that is operated by Marelli 5SM electronics that feature a new 8 step traction control.

As with the 990R, the 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. The transmission ratios remain the same while 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.

The 1090RR also features a slipper clutch, which is an original MV design. The list of new components continues along the guidelines of the 990R: there is a new Mitsubishi, Neodymium-Iron-Boron generator that weighs a full 3.52 lbs less than the previous version; 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 version. 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 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.

Rolling chassis

The frame has the same design and structure as the 990R, therefore chromium molybdenum steel TIG welded trellis frame, but with a taller, lighter, and more rigid design than the previous 1078RR.

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 1090RR has adjustable foot rest supports that allow riders to find the ideal position for track use while the weight reduction in the wheels and swingarm provides improved suspension operation.

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. The 1090RR features MV Agusta-designed forged rims, with extremely thin spokes.

The front fork has a more rigid setting and is adjustable in clicks rather than number of turns as on the R. The rear shock absorber has a double compression adjustment for high and low speeds, and a separate expansion reservoir. The front wheel trail is 4.07 in (103.5 mm), the wheelbase is 56.61 in (1438 mm), while the seat height is 32.68 in (830 mm), and the rake is 25°.

The brakes are 320 mm Brembo disks, with aluminum monoblock radial racing brake calipers, with 34 mm pistons.

Riding Impressions – Despite the extreme layout, the 1090RR has a comfortable and spacious riding position. The seat allows riders of all sizes to find their ideal position and to grasp a more ergonomically placed handlebar. The sensation is that of riding a motorcycle that has grown a couple of sizes, one that is more inviting.

The sensitivity of an MV at low revs has been transformed into a strength. Riding a figure eight at a speed of little more than 1 mph, with two fingers on the handlebar, has become as easy as hurtling at 167 mph (270 km) per hour along a straight line. The notoriously fierce Brutale now demonstrates a new subtlety in its power.

When a motorcycle is easy to use, it's also easier to push to its limits. The 1090RR, with its superior technology, achieves results that no other naked can approach - particularly on the track, where it becomes a beast with an insatiable drive. At the same time, it remains obedient to the entry level rider tackling his first curves. In its sensuously rounded power, the timeless Italian spirit emerges: never before has there been such a Brutale!
MV F4-RR (CLICK FOR TECH SPECS)

RR, the magical acronym that immediately brings to mind the world of competition. The bike for special individuals who demand the most exhilarating riding experience. Created using the most exotic materials, ultra-sophisticated suspension and the new 1000cc short-stroke engine make the MV Agusta F4 RR the most advanced and powerful superbike in the world.

When the most sophisticated chassis design is joined with the new MV short stroke engine, the result can only be an extraordinary machine. The MV Agusta F4 RR is the perfect tool for riders who demand the utmost performance. Evolved, exotic, and even further refined, the F4 RR is currently the best that technology can offer to the motorcycling world. To already refined MV Agusta F4, you add even more exotic materials, reduced weight, and, above all, a 201 hp four-cylinder engine which makes the F4 RR the most powerful superbike ever built. All "packaged" with the advanced design that makes the MV Agusta F4 RR unique and unmistakable. A project for those who demand the ultimate riding experience.

In detail, the highlights of the new MV Agusta F4 RR:

New short-stroke radial valve engine 201 hp at 13,400 rpm

New increased bore diameter

New primary drive

New cylinder head

New large-diameter titanium intake and exhaust valves

New lightweight forged pistons in "aerospace RR alloy"

New exhaust 4-2-1-4

Close ratio gearbox

Variable length intake runners

Öhlins multi-adjustable 43 mm fork

Öhlins TTX 36 rear shock

Öhlins steering damper

Forged aluminum wheels

ENGINE: 201 HP, PURE POWER

The new 4-cylinder short stroke engine with radial valve is the soul of the MV Agusta F4 RR. The engine is completely new and is inspired by MV Agusta’s experience in competition. Apart from the engine case castings, the arrangement of cylinders and a few other elements the 4 cylinder RR engine shares little with that of the previous F4. It has been completely redesigned with a single goal in mind: maximum performance. All new thermodynamics, a new crankshaft that has a reduced value of inertia and new bore and stroke dimensions with an extremely over-square relationship that can reach rpm’s worthy of a true racing motorcycle. The piston diameter has been increased from 76 to 79 mm while the stroke is reduced from 55 mm to 50.9 mm. With these dimensions the rpm limit has been raised to a stratospheric 13,700 rpm while at the same time reducing the linear velocity of the piston (from 24.7 m/s to 22.9 m/s) and thus also improving reliability. To reach the stratospheric level of 201 hp at 13,400 rpm with a completely homologated engine including an exhaust system complete with the catalytic converter, extreme attention has been given to every detail. The thermodynamic efficiency has been optimized to guarantee a record level of performance. For this reason, the head of the F4 RR is completely new including new intake and exhaust tracts as well as large diameter intake and exhaust valves. For the first time on an MV mass production engine, all the valves are made of titanium and this has made it possible to reduce the mass while at the same time significantly increasing the diameter (30 to 31.8 mm for the inlet and from 25 to 26 mm for the exhaust). The tuning of the engine has been optimized thanks to the use of a completely new 4-2-1-4 exhaust system with large diameter tapered headers. In addition to ensuring the optimized performance of the engine, this new exhaust system has a unique sound and is even more intoxicating.

The intake is controlled by four 49 mm throttle bodies with the unique TSS system of variable length intake tracts. The new engine of the F4 RR has been designed according to the criterion of low friction. A new primary drive gear has drastically reduced the speed of the generator and water pump in effect limiting the parasitic power consumption of these components. As with previous F4’s, this new engine features a rapidly removable cassette gearbox and the clutch employs a mechanical slipper system to assure proper control even under the most extreme braking conditions. The electronic engine management has been further refined compared to that of the previous F4. The traction control follows new operating modes as well as two maps for the engine, and everything is now easily managed through the new controls that have been placed on the left handlebar.

CHASSIS: LIGHT AND PRECISE

The frame and swingarm are common with those of the already excellent F4, but the desire on the part of MV Agusta to offer a four-cylinder superbike has also led to the employment of some unique solutions. To optimize performance and adapt the F4 RR to all race tracks and conditions, the MV Agusta F4 RR allows a virtually infinite combination of adjustments. Multi-adjustable suspension, essential for a racing motorcycle, has been combined with the adjustable steering head angle (with interchangeable eccentrics) and the height of the swing arm pivot and rear axle by means of calibrated inserts.

SUSPENSION: THE BEST OF THE BEST

The Öhlins NIX upside-down front fork has 43 mm diameter inner tube and a titanium nitride coating to improve the smoothness and precision. This particular fork dimension has been designed to achieve the perfect balance of agility without sacrificing the legendary stability of an MV. As the most sophisticated motorcycles, the front wheel axle carriers are machined from billet aluminum and the front forks offer precise external adjustment of spring preload as well as compression and rebound damping. Also, the fork of the MV Agusta F4 RR provides separate adjustments for the hydraulic damping (left leg compression, right leg extension), a solution that enables the accuracy of the hydraulic independence as varying the compression does not have an influence on the rebound.

The Öhlins Racing TTX 36 rear shock is simply the best in the world. Born from experience in competition, it is externally adjustable in spring preload, compression, rebound and length allowing you to vary the ride height of the rear of the bike to match the different driving styles and different circuits. In addition, the MV Agusta F4 RR also offers the possibility of adjusting the height of the swing arm pivot point by means of calibrated inserts.

RIMS

The quest for lighter weight and the best possible handling led to the creation of lightweight forged aluminum wheels that minimize un-sprung weight and reduced inertia with the advantage in the increased reactivity of the bike. The new wheels on the MV Agusta F4 RR allow a weight saving of 1 kg compared to the standard F4 cast versions.

BRAKES

The F4, the current reference in high performance braking, has only been exceeded by the new F4 RR. The Brembo monobloc calipers are the state of the art high performance brake calipers for motorcycles, and now, paired with Brembo radial master cylinders, the braking performance is on par with that of the top superbikes. The clutch master cylinder is the mirror image of the radial brake caliper which offers increased feel and modulation. Numerous other exclusive details, such as the levers and handlebars which are dedicated specifically to the MV F4 RR and subject to countless hours of testing and development all lead to the best possible ergonomics available on a production motorcycle.

COMPONENTS

A true superbike is not only defined by its potential performance, but also by the attention to detail with which it is made. F4 RR, the details speak for themselves. Never before has a race-ready superbike been built with such a high level of attention to detail. The design features are not only created to be visually pleasing, but, as form follows function and the F4RR has been designed to perform. For this reason, every detail has been considered to increase performance and functionality, reduce weight and increase the product quality fit and finish. The F4 RR debuts new adjustable light weight rear sets to match the ergonomics of the bike to the needs of the pilot. The remote control of the dashboard functions (including traction control) is just one of the details that the MV engineers have put into this new superbike. In addition, a new aerodynamic flap has been added under the lower triple clap to convey additional air to the radiator optimizing the aerodynamics and cooling of the engine’s record power.

MV SPECIAL PARTS TO PERSONALIZE YOUR MASTERPIECE

Exclusive technology and design has been imprinted into the DNA of the new F4 RR. It is the world's most powerful superbike. But, the evolution never ends. You can make your F4 RR even more unique with the original MV special parts that have been developed to provide you with additional performance using the very latest technical advancements in materials and design. MV special parts are an absolute guarantee of quality for the customer as they have been subject to the same high standards of quality that have been applied to the original masterpiece using the most advanced materials such as aerospace alloy, titanium and carbon fiber. Special exhausts systems and racing engine ECU’s have also been developed that can increase even further the record power level of the 4 cylinder engine. Accessories, such as MV Agusta clothing, can be viewed at www.mvagusta.co.uk/parts and a number of items may be purchased directly online.

COLOURS

The two new colours, pastel red/white and matt pearl white, together with the new graphics make the F4 RR even more unique.
MV F4-R (CLICK FOR TECH SPECS)

THE MV AGUSTA F4 R CORSA CORTA HAS ARRIVED

The new MV Agusta F4 R 2012 has been designed to offer clients a superbike with extreme performance. The key feature of the F4 R is, in fact, the new “Corsa Corta” engine capable of extraordinary performance and already employed on the F4 RR, the top of the MV Agusta superbike range.

The new 4 cylinder inline with radial valves is the pulsing heart of the MV Agusta F4 R. The thermodynamics have been completely redesigned, starting from the new low inertia crankshaft which makes it possible to use a super over-square bore and stroke ratio. In this way, the MV F4 R is capable of reaching rpm worthy of a pure racing motorcycle. The engine capacity of 998cc has been obtained by using a bore of 79 mm and a stroke of only 50.9 mm. In this way it is possible to achieve an extremely high 13700 rpm rev limit while at the same time lowering the linear velocity of the piston from 24.9 m/s to 23 m/s improving reliability.

In order to reach the stratospheric homologated power of 195.2 hp (against the 201 hp of the super powerful RR version) at 13000 rpm, every component was thoroughly engineered. The cylinder head uses completely new ports and employs larger valves both on the inlet and exhaust. For the first time on a mass production motorcycle, all the valves are made of titanium, allowing the weight of these to be reduced regardless of the increase in diameter (from 28.6 to 31.8 mm for exhaust and from 24.6 to 26 mm for the exhaust). The engine “breathes” in a more efficient way thanks to the use of a new 4-2-1-4 primary section of the exhaust system. In addition to assuring optimized engine efficiency, this new exhaust system offers an absolutely unique sound that is even more captivating then in previous versions. The fuel system employs 4 throttle bodies with a 49mm diameter and double fuel injectors per cylinder coupled with the unique MV Agusta TSS (Torque Shift System) variable intake runners.

The new engine of the MV Agusta F4 R was designed with the scope of reducing the internal friction to a minimum: the transmission’s new primary gear ratio allowed a drastic reduction in rpm of both generator and water pump, thereby limiting the absorbed power. This extraordinary engine utilizes the unique features that have become trademarks to MV Agusta including a removable 6-speed gearbox and a slipper clutch which assures precise control even during the most violent braking manoeuvres. The electronic management system has been continuously evolved, the traction control employs a new algorithm and maintains the two rider selectable engine maps, all of which are now comfortably adjustable by means of the new control situated on the left handlebar.

The new MV Agusta F4 R remains, naturally, faithful to the structural tradition of mixing a steel tubular trellis to cast aluminium side-plates. The steering head angle is set at 23.5°, perfect for providing control, manoeuvrability, and stability. Also confirmed is the exceptional rear single-sided swingarm, a real engineering jewel that weighs only 5 kg, a record for this type of element.

The MV F4 R retains its notoriety for excellence in the area of suspension. The Marzocchi upside down forks, with 50 mm stanchions, is derived directly from the units used in competition, they are adjustable in spring preload as well as the hydraulic extension and compression. The forged ultra-light front axle carrier is also especially made for the F4 R and uses a rapid release system for the wheel, reminiscent of the first F4, the legendary Serie Oro that adopted this same technical solution. The rear Sachs shock absorber is equipped with a nitrogen reservoir (separated and integrated within the body) and is adjustable in extension, compression and spring preload. The shock linkage allows the ride height to be adjusted depending on the desired setup, rider preferences to further tune the bike to specific riding conditions and tracks.

The Brembo front brake system, with “monoblock” radial calipers is, without a doubt, the best system for motorcycles currently on the market, coupled to a master cylinder with integrated reservoir made specifically to demanding MV specifications.

The 320 mm diameter floating double front discs use an ultra light flange which are 5 mm thick to reduce inertia forces and non suspended masses. The rear brake system is made exclusively for MV with a stainless steel 220 mm diameter disc and 4 piston calliper.

The new F4 R, already on sale at official dealers, is available in 2 colours: red/grey and white/medium grey, at a price of £14,499
MV F3 675 (CLICK FOR TECH SPECS)

The new MV. A new work of art on wheels is arriving that will upset the balance of power. As with all MV’s this new model is synonymous with excellence, style and technology. The new F3 will apply these principles to a new market segment, the middle weight supersport category.

If the F4, considered the most beautiful motorcycle in the world, set the styling and performance standards by which all others are judged, the new F3 has completely exceeded all previous conceptions of what a supersport motorcycle should be, redefining an entirely new category. Light weight, power and electronics working in complete harmony on a new motorcycle that pushes the concept of supersport to the extreme. Powerful, hyper-light and more compact than any other motorcycle in existence. The F3 sets the new standard by which all other supersport motorcycles will be judged and compared. A completely new project that was created by CRC, the research center that has continually designed and developed the motorcycles of dreams.

The styling is pure MV Agusta, as with its big sister the F4, but the F3 is even more unique. The new “middle weight” by MV follows the philosophy of all the MV Agusta works of art while pushing the limits of the supersport category with a maniacal attention to detail. The exhaust system has a triple pipe side exit muffler and is the perfect example of how design and function coincide perfectly. There is no doubt, the new F3 is a true MV Agusta!

THE NEW LEADER OF THE SUPERSPORT CATEGORY

After being elected the “Most beautiful 600 in the world”, the MV Agusta F3 675 is now ready to become the new reference both on the street and on the track. A Supersport that boasts a ultra-advance chassis and vehicle dynamics control that is on par with the most advanced Superbikes thanks to the new system MVICS (Motor & Vehicle Integrated Control System).

The MV Agusta F3 675 is a revolutionary motorcycle offering extreme emotions to the rider on the street and on the track. The three cylinder engine utilizes a revolutionary counter-rotating crankshaft, a solution that has only been previously seen on MotoGP motorcycles, together with the most compact and light weight layout ever seen on a Supersport bike. These are only a few of the characteristics that make the new F3 675 the most sophisticated supersport with the best handling of any sport motorcycle.

The MV Agusta F3 675 engine is the most advanced and powerful middle weight engine ever produced. It is a ultra-compact in-line three cylinder with the perfect balance between advanced mechanical engineering, extremely advanced materials and electronics technology. Thanks to the MVICS system it is the first middle weight motorcycle with Full Ride By Wire engine controls including 4 pre-set maps and one personally tunable map including traction control that can be selected between 8 different levels.

The chassis is also incredibly advanced: studied and designed to obtain the maximum dynamic performance, it was born with the optimum rigidity that offers an unparalleled level of feeling during all riding conditions when compared to the other motorcycles in this category.

The development of the style of the MV Agusta F3 675 was based on the core philosophy that has always characterized all previous MV’s: the perfect balance between form and function that meld together to create an object that is unique not only for its beauty but also for its effectiveness.

The new F3 675 will be available from December in the SERIE ORO version and from January in the standard version with the price of £10,299 in 3 color combinations: red/silver, pastel white and pastel black/metallic anthracite.

ENGINE

The powerplant of the new F3, an inline 675cc three cylinder, plays homage to the most victorious motorcycle brand in the word. With this layout MV raced and won an unprecedented number of races and world championship titles. Today the 3-cylinder engine has returned in the form of a Supersport with the most advanced technical solutions and performance.

This ultra-compact engine which is both incredibly short and narrow due to the unique layout of internal organs that only MV has been able to develop. Utilizing a 79mm bore and a super-short stroke of 45,9mm the MV Agusta 3 cylinder engine is extremely over-square and able to rev the highest levels ever achieved by three cylinder sports bike. Ultra-modern, extremely advanced and capable of 128 cv at 14.500 rpm coupled with 71 Nm of torque at 10.600 rpm. This level of performance has never been available in this category on par with the performance of a number of 4 cylinder engines thanks to a 15.000 rpm limit. For the first time ever, a production motorcycle has utilized a counter-rotating crankshaft that contributes to the perfect dynamic balance as well as increasing the lightning quick handling of the motorcycle.

Ultra-compact dimensions, reduced weight and maximum performance: these are the characteristics that make the engine of the new MV Agusta F3 675 the new reference in the Supersport class, an engine that is destined to become the new benchmark of supersport engines. Contributing to the reduced weight and compact design is the application of the “closed deck” integration of the cylinders into the crankcase in a single shell mold casting along with the MVICS system and the use of titanium both for the intake and exhaust valves. Another unique feature is the integrate oil and water system: the pump system (water and oil) is placed entirely inside the crankcases and all of the passages are contained internal to the engine castings offering both performance and styling advantages to the most powerful Italian 3 cylinder ever produced.

ELECTRONICS

The most advanced electronic engine control system ever seen on a Supersport has been designed specifically for this extraordinary new three cylinder. A system of fuel injection that is extremely sophisticated using a two fuel injectors per cylinder coupled with a throttle body employing 50mm throttle valves, a new record for a Supersport! The F3 675 introduces for the first time the MVICS system that allows the engine to unleash a record level of power and control in every situation. The rider can select one of the 4 maps available, or customize an additional map to obtain the power delivery desired. With the MVICS system it was possible to generate a perfect harmony between the power delivery and the traction control which offers 8 levels of adjustment and is accessible through the input on the left handlebar and dashboard interface.

This system is incredibly advanced and can be custom tailored by the rider with a series of MV Agusta Special Parts optional:- Vehicle lean sensor capable of reading all of the vehicle inclination data. This interfaces with the traction control and engine control algorithms effectively reading the wheel slip during all angles of lean and then adjusting the throttle opening, spark advance and fuel delivery to ensure the optimal safety and acceleration in all dynamic conditions Launch Control which permits the optimum performance during starts from stopped and offering the maximum acceleration possible - Anti-wheeling which permits the optimization of the vehicle acceleration - MV Agusta EAS (Electronically Assisted Shift) which allows incredibly rapid shifting without ever having to close the throttle or employ the clutch.

CHASSIS

As always, those who ride MV Agusta’s have become accustomed to having the very best components and the maximum performance from the chassis. The new F3 675 follows this tradition with a level of quality that exceeds most of the 1000cc superbikes on the market. As with all previous MV’s, the advanced frame design incorporates a mix of steel tubing and aluminum side plates that wrap around the ultra compact engine offering a level of compactness never before seen on a supersport motorcycle. The compact engine dimensions left the maximum liberty to design the most advanced chassis on the market with an exceptionally long single sided swingarm that guarantees traction and feedback to the rider. All of this without penalizing the wheelbase of only 1.380 mm is a new record for the Supersport category as is the 173 kg weight. The components, as always, are of the highest quality. The Marzocchi 43mm front fork is completely adjustable as well as the Sachs piggy-back rear shock. The front brake system consists of a Nissin radial master cylinder and Brembo radial calipers and 320 mm discs and are coupled with ultra-light wheels that contribute to the reduced unsprung mass which allows the F3 675 to offer handling never before experienced on a Supersport motorcycle.

THREE CYLINDERS, MADE IN ITALY

The dominance of MV Agusta in the motorcycle Grand Prix’s is in part due to their most victorious engine design. Of the 37 world titles won by the bikes from Cascina Costa, 10 are attributed to the bikes with the inline three cylinder engines. MV Agusta was the first motorcycle manufacturer in the world to believe in this technical solution, a risk that paid off with countless victories. The three cylinder project began as a twin cam 350 followed by a 500cc version, these bikes were legendary for their power as well as their lighter weight and improved aerodynamics compared to the 4 cylinder competition.

The project was designed at the request of Count Agusta, developed on the race track by Giacomo Agostini and raced by the greatest champions of all time winning immediately. Initially the 350 twin cam, followed by the 500 twin cam, these motorcycles became the reference point for all of the other manufacturers as they offered unmatched performance allowing them to dominate the competition. This dominance was translated into 10 world championship titles, 9 Italian championships and 215 race wins. The MV three cylinder was a motorcycle unequaled by the competition by applying technology that was advanced for its time and destined to become the future for all high performance engines.

Even today, the classic three cylinder MV Agusta is an example for the rational application of technology and pure styling. A style so unique that it transcends to the soul of the MV’s of today. Having to choose which engine layout would power the new MV Agusta middle weight, Claudio Castiglioni chose the most rational configuration of the three cylinder. A choice that is technically advanced while at the same time respects the long history of MV Agusta and their countless successes with this engine layout. Today, as well as in the past, the F3 takes advantage of a very compact design, advanced technology and unparalleled power. With the new F3, history and future are fused into a single entity giving form to the most beautiful and technologically advanced “600”, a motorcycle that clearly marks the beginning of a new era.
MV Brutale 990R (CLICK FOR TECH SPECS)

Introduction

MV Agusta takes a generational step forward with the creation of the new Brutale 990R. The new Brutale has preserved the significant style features of previous versions and is recognisable at a glance. However the Brutale is new in 85% of its components, improving its looks, its performance and its ease of use. Many of these parts have been designed and crafted by MV Agusta, rather than sourced from market suppliers, improving precision and functionality and highlighting the "Made in MV" concept.

Aesthetics

The headlight retains the same drop profile and the same dimensions, but introduces a fresh design with the introduction of a new polyellipsoidal element and a system of 8 LEDs that create a "light strip" effect, like that found on cars. The direction indicators are now incorporated into the rear mirror assembly that is larger for greater visibility. The instrument cluster has been completely redesigned and now operates on a high speed CAN line with extra functions. There are indicators showing which gear is engaged, fuel level, speed, hazard button, water temperature, chronometer function and traction control settings.

The handlebar and footrests have a flexible fitting to improve comfort and reduce vibration levels.

The radiator protectors are no longer made of metal or integrated with the mechanical components, but 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 990R version comes in three colours:

Pastel red, Pastel white and Pastel black

Engine

The engine size has increased 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, seeks to 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 the installation of a non-return feed that is 0.33 lbs lighter than the previous version. 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.

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 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 version. 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 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.

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.

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

Riding Impressions

The riding position is the first tangible improvement. The long and spacious seat allows even riders of above average stature to sit comfortably and to grasp a more ergonomically placed handlebar. The sensation is that of riding a motorcycle that has grown a couple of sizes, one that is more inviting.

The sensitivity of an MV at low revs has been transformed into a strength. Riding a figure eight at a speed of little more than 1 mph, with two fingers on the handlebar, has become as easy as hurtling at 167 mph (270 km) per hour along a straight line. The notoriously fierce Brutale now demonstrates a new subtlety in its power.

The 990 has become a useable everyday bike that can be appreciated with a soft approach, thanks to its enjoyable characteristics it entices you to wear the tyres. And there are no vibrations when you enter the highway at a steady speed for long journeys. The mirrors, the indicators, the throttle, the brakes, the clutch and the shifter respond with smooth coordination; everything is more spontaneous and functional, simple to operate and precise in action. The new calibration of the suspension is sensational for a silent, progressive absorption of even the worst patches of asphalt. It's a bit like floating on a cushion of air that is entirely under your control; no nervous reactions, only a perfect line that the Brutale holds, even under extreme conditions.
MV F4 (CLICK FOR TECH SPECS)

Introduction

Improving upon excellence: The new MV Agusta F4 was designed and developed with a single goal in mind: to be the best. The new F4 meets this objective by mating high performance and class leading handling together with styling which sets the new standard in the world of supersport motorcycles.

Moving Art

Can perfection be improved upon? This question has been answered by the new MV Agusta F4, a motorcycle that from the day of its introduction has been judged as the most beautiful motorcycle in the world. The F4 defines beauty. The new F4 is not an evolution of the previous motorcycle, but it is a new project that has been studied down to the last nut and bolt, from the first to the last curve of the bodywork. No mass produced street motorcycle can boast as many accolades as the MV Agusta F4, which is the absolute reference for performance, speed and raw beauty.

The F4 is the synthesis of Italian craftsmanship, no compromise design principles and the application of the most technologically advanced materials in a single motorcycle. The F4 is a pure two-wheeled work of art. Every single component has been studied down to the finest detail and has been redesigned and/or relocated with the aim of gaining an ultra-solid, light weight and perfectly balanced motorcycle. The ergonomics are completely new, meticulously calculated with a single objective in mind: to help the rider utilize the increased performance when riding at the limit. With its advanced technology and extraordinary performance, the F4 defines the new standard for supersport motorcycles.

The new F4 is available in three different colour combinations:

Pastel red/metallic silver, Gloss black/matt black and Titanium grey/admiral grey

Design

When form becomes beauty. The design of the F4 is a revolution of form and function. It is now lower, sleeker and even more aggressive than the original, but with the unmistakable look of an MV Agusta. No in line 4-cylinder motorcycle in the world can boast such a reduced frontal area which is comparable with the frontal area of a twin-cylinder motorcycle. The extended surfaces of the fairings (which have always characterised the F4) have tapered air outlets that improve the evacuation of warm air, the aerodynamic efficiency and still let you get a glimpse of the red vale cover of the radial-valve 4-cylinder engine.

Even the mirrors contribute to the aerodynamic efficiency with a new shape and two small aerodynamic appendices that eliminate turbulence and help to protect the rider's shoulders. The tail section is even more sleek, the windscreen is more penetrating and sharper, the size of the seat has been reduced, the tank is shorter, the handlebars are wider and have been raised for an incredible drive control and comfort. The front optical group is similar in shape to the unforgettable one of the first F4, but it is even more compact and effective, an innovative first in sports motorcycles.

In fact, for the first time on a motorcycle a poli-elliptical monoelement light with xenon bulb serves a double function of main headlight and running lights taking advantage of the compactness and the reduced weight of the optical group itself. The parking light uses Led technology, as well as the rear tail light and the indicators. The advantages of this technology are by now well known: higher visibility, less weight.

Engine

The new 4-cylinder engine, with it's 16 radial valves, retains only the values of bore and stroke with its predecessor: 76x55 mm. But, it takes advantage of all the experience developed in prior racing activities together the most advanced technology in order to maintain its status as the point of reference for the supersport class. It represents an evolution of the previous engine, but the advancements are so profound that it is considered a completely new engine.

The profound development that it was subject to ensures exceptional performance as well as a perfect marriage of throttle control and rear wheel traction. The crankshaft has been redesigned and the inertia has been increased by 50% compared to the previous engine. Also, the connecting rods have been completely redesigned. They are now lighter, and at the same time, stronger than the previous connecting rods.

The intake tracts have been shortened substantially to obtain the best cylinder filling efficiency and the maximum performance at all rpm's. To "fill in" the torque curve and to improve the fuel supply the new 49 mm Mikuni throttle bodies have been employed in conjunction with the TSS variable intake system. For the first time on a mass produced motorcycle, MV has integrated the new Marelli 7BM ECU to perfectly control all of the electronic systems of the F4.

This new ECU controls the 8 fuel injectors in the engine management system, the variable length intake tracts as well as the exhaust control valve, the gear selection switch and the new MK II Traction Control algorithms along with the double EFI Sport and Rain maps. Every single component of the engine has been analyzed, re-engineered and lightened. The already excellent performance of the 4-cylinder MV has been improved again from this new engine which supplies the maximum power of 137 Kw (186,3 hp) at 12900 rpm.

Exhaust system

The characteristic "organ pipe" exhaust system has always been a distinctive element of the F4 and it will be such also in the new version, which however optimizes the concept utilizing one scheme 4-in-1 tuned with the racing characteristics of the new engine. The 4 "outlets" under the tail section have been redesigned and are removable offering the possibility of being personalised with MV aftermarket accessories.

Chassis

The chassis is one of the foundations which has made the original MV Agusta F4 unique and unmistakable. An extremely rational and light structure which is characterised by the union of a steel lattice structure coupled with aluminium side plates. The new chassis is narrower, shorter and lighter. The area of the steering stem has been completely revised and the side plates have been moved forward, this has allowed an optimal weight distribution (52% front, 48% rear). Every component has been made compact and has been optimised to be adapted to the new layout of the motorcycle. The redesign of the rear swing arm assembly has drastically reduced the weight by 1,2 kg (2.65 lbs) while maintaining the same level of torsional rigidity. The front fork of the new F4 weighs an incredibly low 5 kg (11.02 lbs) which sets a new standard of low weight in the superbike class.

Brakes

The Brembo front system with radial monobloc callipers is without a doubt the best system on the market. On the F4 it is joined to a Nissin pump with integrated reservoir and produced to specific MV standards.

Attention to detail

Excellence in every component What characterizes and distinguishes the MV Agusta F4 from the rest of the supersport motorcycles is the relentless attention paid to every single element and detail. The dashboard of the F4 is not simply a display where data can be read, but it is the digital interface between the rider and the motorcycle.

The dashboard uses CAN line technology to reduce the wiring harness to a minimum, also contributing to the reduced overall mass of the motorcycle. With the application of this technology MV Agusta has once again introduced a new standard to which other manufacturers will have to adapt. The dashboard, completely digital, uses digital matrix technology which offers perfect integration and instant response from the digital data display. The dashboard is very light, it offers a tremendous amount of data including vehicle speed, engine rpm, gear map, Traction Control level and lap timer for use during track events.

The maniacal persuit of weight reduction has led to the redesign of the superstructure. The result is a reduction of 3 Kg (6.61 lbs) of the fairing and 300 gr (4.8 oz) from the plexiglas windscreen. The motorcycle has been improved in every single detail with a single goal in mind: to be the best.
MV Brutale 989R (CLICK FOR TECH SPECS)

BRUTALE ATTRACTION

The Brutale is the result of never-ending research by MV engineers seeking to make improvements and satisfy the demands of MV riders. The Brutale stands for vanity and power. To create such a spectacularly beautiful naked motorcycle calls for great attention to be paid to even the very smallest detail. When a man buys a suit it can be given a nip here and a tuck there to disguise any imperfections he may have. The same can certainly not be said for a naked man or naked bike where nothing can be hidden. The only clothes a Brutale has are its tank and side panels. The rest is engineering. The very essence of MV Agusta as a company dictates that appearances are never overlooked for functionality. They have always sought to create pleasing lines between the handlebars, frame, exhausts, saddle, wheels and fittings that, in this case, combine the “Brutale” looks with its character and performance. So, after the 750 and 910 cc models, it was felt time to breathe some new life into the machine with increases in cubic capacity, torque and power output. Other changes were slight tweaks and the addition of an “R”. Capacity went from 909 to 982 cc bringing the engine close to the performance characteristics of a one liter machine and it once again left the competition floundering in its slipstream. We believe that the Brutale 989R is the only motorbike currently available at an affordable price and that it has a sense of “pull” that is unmatched in the motorbike world. It has a soul that cries out not only for accomplished riders but that also wants to be treated with tenderness and aggression at the same time, someone able to tame the power of the new engine. Machines like the Brutale 989R need a long life. By their nature they are presumptuous enough to believe that they are the be all and end all of the evolutionary process of motorcycling. The Brutale is not just a motorbike, it is a symbol, it is passion and, it is a reason to be.

DESIGN: THE DIFFERENCE IS IN THE DETAILS

The Brutale is unique in both its concept and in the mystique it exudes. It is not just a question of lines but also of the love for a motorbike that should never be just a cold collection of technical elements. There has to be passion, brilliance and love. Only an Italian company like MV Agusta could create such a machine. It is the details that make all the difference on a ‘naked’. The instrument panel will have new graphics to highlight the Brutale’s new image. It is the engineering components that, more than any other element, redefine the look of the machine and underscore the “Brutale effect” i.e. power and performance. To achieve this, components have been taken from the MV Agusta racing department.

EQUIPMENT

Work on equipping and fine-tuning the Brutale 989R limits the introduction of radical new technical solutions and the new “evolution package” consists of the following:

Decals and color schemes

Instrument panel graphics

Revised suspension calibration

989 cc engine

Resized catalysers

Brembo radial brakes

The number of modifications made to transform the Brutale 910S to the 989R were inversely proportional. Changes to the ride have made the Brutale seem like a different bike altogether.

982CC ENGINE FOR 165 MPH

Nine hundred and ten ccs weren’t enough it would seem for many riders. They wanted more pull, more torque, more horsepower. They wanted more and that was that. With its new 982 cc engine, the Brutale will sate the insatiable. This isn’t so much a matter of 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 141 HP shoe-horned into a small compact frame like the one on the Brutale. Bore and stroke now measure 79 and 50.1 mm. The pistons are the same as those on the 1,078 cc version and the compression ratio has been lowered to meet Euro 3 homologation requirements. The reduction however has been achieved in a particular way so as to soften the surge when torque really kicks in. Another reason is that with the engine in its new configuration, the pull offered by as muscular an engine as the one in the new 989R means that less compression is needed and it leaves the 910 behind in terms of response and range. The graphics confirm this notion. All the technical development work focused on obtaining a smoother response to the throttle to thus offer an easier ride especially in the stop/start traffic we see in built-up areas. The bigger catalyser also played an essential role in this issue. It has meant more room to maneuver with emissions and thus allowed a richer mix. The fitting of new throttle bodies inherited from the F4 R ’06 involved making the final drive ratio longer by using two teeth less and the ratio now reads 15/41 as opposed to 15/43. This modification has elongated the overall gearing and as a result, the top speed has increased by between 3 and 6 mph over previous figures to take the Brutale 989R up to 165 mph flat out.

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 versions 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 a perfect example of art on two wheels not to mention its performance. All of MV’s considerable experience has gone into making this bike compact, mean, and superbly rideable.

CHANGES TO THE FORKS

The addition of new brakes and the increased power output of the 989 cc engine have meant making changes to the front forks. The ends now have lugs to carry radial mounted 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 989R provides its rider is lost. For this reason, the type of forks remains unchanged and the Brutale boasts a pair of upside down 50 mm Marzocchi to keep the front end glued to the road when the rider is using the machine with a certain degree of zest. Travel has been extended from 126 to 130 mm (4.96 – 5.11 in) to offer a better response over bumpy surfaces.

The rear shock absorber remains unchanged. The new calibration parameters match the bike’s performance and can react instantly to the heavy compression the swingarm is subjected to under the hard acceleration that the bike provides thanks to increased torque from the bigger engine.

NEW BRAKES: BREMBO UNITS

The new Brutale is now even more Italian with new Brembo brakes. The new system on the 989R features 32mm radial units with four-piston calipers. The increased stopping power is offset by better usability on the road and therefore better overall performance.

The Brembo forged aluminum five-spoke wheels 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 tires.
MV Brutale 1078 RR (CLICK FOR TECH SPECS)

BRUTALE 1078 RR: SHEER POWER

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 colorful, 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.

DESIGN

1078RR means simply the best; the Brutale at its peak. This includes looks that stand out. Apart from the new instrument panel, the new color 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 color 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 maneuver 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 maneuverability 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 aluminum 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 tires.
MV F4 1078 RR (CLICK FOR TECH SPECS)

ART AND POWER IN 190 HP

With the ambition of one accustomed to winning and the self-confidence of a company with all the know-how in the world, MV Agusta has “crossed” their two latest creations, the F4 CC and the F4 R 312. They have made the ultimate cocktail of power and controlled aggression to once more unleash the beast also known as “the most beautiful motorcycle in the world”.

They have added another “R” to the F4 and the superb R 312 that, flat out in sixth, has reached 312 kph (193.88 mph). The F4 R 312 performance can only to be eclipsed by the RR. There is only one objective for 2009 - improvement. An objective like this is by now customary for a company that already has 75 championship titles behind it (37 constructors and 38 riders) and success embedded in its soul past and present. This year’s challenge is that of putting a machine on the road that goes faster than a 747 at lift-off.

Like other challenges in the past of beating whatever the opposition has had to offer, this new challenge has again called for courage, desire, passion, sacrifice, and investment from the “Team MV”. The goal was simple – to create the best sports bike in the world and any lesser result would have been unthinkable. The 1078 cubic capacity of the exclusive and much appreciated F4 CC has been repeated in the new F4 RR 312. The extra capacity has given both more torque and a silkier touch to the sheer power of the high revving engine. This is due to a series of refinements to the engine in those areas where such a thing was possible and the aim was simply to go beyond the limits imposed by a “standard” engine.

The RR 312 is not a machine to be bothered with limits or weak points and for this reason, only the best components that money could buy have been used.

The bike features the already well-known and developed frame that offers the same, much appreciated handling characteristics, solidity, and feel that are the trademark of the F4. Every single component of the machine has been analyzed and refined (where possible) to deal with the new power output that has now risen to 190 HP. It is in fact the new engine size that will bar it from racing in the current Superbike class. F4 R 312s will now leave MV dealerships for competition use only while the new RR will give true MV road-going enthusiasts the chance to put the latest machine through its not inconsiderable paces; open the throttle wide, lean hard into bends and see what she’ll do. We are convinced that every bike enthusiast, at least once in his life, wants to do exactly that.

The F4 1000 will still be available for the race track and will have all the same mechanical updates as made to the larger engine (slipper clutch, new gear ratios) as well as all the modifications made to handling components (brakes, new suspension) and will be homologated for both FIM STK and SBK.

DESIGN – ITALIAN PRIDE

Design limitations for any product, and therefore any motorcycle, are dictated by varying parameters that include manufacturing processes and cost. MV can overcome such limitations. Its main aim has always been to create beauty and perfection. Beauty must never be forsaken in pursuit of something else. According to MV’s way of thinking, this is the keystone around which a motorbike is built. Apart perhaps from a stroke of genius, fulfilling this philosophy calls more for design artists than for engineers. In Italy in general and, in MV in particular, just such a thing is possible. The F4 RR 312 is an example of this and adds to the pride the company has felt ever since the creation of the F4 that has been the most beautiful, long-lived and best-prepared “standard” sports bike ever made. Every line and every angle of the machine has been designed so as to create visual “special effects” involving all the senses with tailor made components, finishings, and games of light and shadow. The senses are further heightened by the new color schemes on the F4 RR 312. These are based on pearl white base, anthracite black and the traditional winning colors of silver/red. It is however attention to detail that makes a piece of machinery beautiful and, for this reason, MV has dedicated much time and effort to exactly that. New elements for 2009 include the new headlight unit and smoked screen from the F4 CC. Other aesthetic changes include decals and graphics not to mention changes made to the instrument panel, some of the plastic finishing components, the shock absorber spring that is now red instead of yellow and the tails of the four so-called “organ pipe” exhausts that are now stubbier and more sharply angled.

EQUIPMENT EBS AND SLIPPER CLUTCH

The successful evolution of the F4 RR 312 lies to a large extent in technical refinements in comparison with the R 312 and includes the following:

New decals and color schemes

Smoked screen from the F4 CC

Smaller exhaust tail pipes

New suspension calibration

Sachs steering damper from the F4 CC

Brembo monoblock (one-piece) brakes

1,078cc engine

Slipper clutch

New close ratio gearbox

The end result is a significant “re-tuning” of one of the most longed for sports bikes in the world that has shown fans just what MV are capable of throughout the recently ended season.

1078CC ENGINE

From MV’s point of view, the engine is the key component to both performance and rideability. This is because when the power from an engine is unleashed, it must be with done so with a degree of measure and intelligence so that the frame and suspension respond better to what the rider asks of them. In this case, “measure” relates to power delivery and the “intelligence” is electronic. Among the modifications made, one key element is the increase in cubic capacity from 996 to 1078 cc achieved by increasing the bore from 76 to 79 mm. The cylinder head has been reworked to meet new specifications and features new 10 mm longer intake horns. Power output benefits but so does tractability and the linearity of engine response from this four-cylinder marvel of engineering that is now the world’s most powerful engine in the Hypersport class.

Despite the considerable increase in volume, the engine still revs very highly and offers more torque than ever: from 84.7 – 91.4 ft/lb (115 to 124 Nm) that, at 8,200 is down from the previous 10,000 rpm. The power output of the F4 RR 312 nowadays seems almost innocent, the words are but characters but, it’s there in black and white: 190 HP. It’s as simple as that……

As regards the gear ratios, the first three gears are longer and this spreads the power output better at high speed and also serves to restrain the initial surge on take-off. First gear takes the bike to 87, second to about 110 and third to nearly 135 mph. The snarling roar it makes as it passes the pits has to be heard to be believed.

The second most important modification is the introduction of a slipper clutch that does not replace the EBS (Engine Brake System) but works alongside it. It is a mechanical slipper clutch system with ramps and roller bearings. The result is immense deceleration caused by backing off the throttle but it is progressive and thus allows the rider to pick better lines into corners. Having such an easy to manage engine improves a rider’s automatic reflexes, increases feel with the machine and makes riding it all the more satisfying. When really pushing the machine to the limits, the rider becomes more effective on both the road and the track, almost without realizing it.

FRAME A UNIQUE RIDING EXPERIENCE

Those of us who have only ridden MV Agustas know that the frame and engine performance are the F4’s strong points. Geometry, specifications, and sturdiness are responsible for the sensation of great stability that the bike transmits when being taken flat out around the track. These three elements are blended together in the choice of the material from which the frame is made - chrome-molybdenum steel tubing. The task facing the engineers at Varese this time was to try to improve upon what was perfect – the balance of a machine that was already beyond perfection. The performance of this frame had already more than satisfied in race meetings where it was able to make the difference on bends and under braking. The diverse riding styles of various riders made no difference whether they were smooth as silk or tended to treat the bike more harshly. In either event, the frame was a winner.

The rear swingarm is still a single swingarm – nothing has changed – neither the mold nor the section has been modified for this component. It is more than able to deal with the power from the new engine as are the other two main settings i.e. the degrees of rake and trail.

SUSPENSION WITH NEW SPORTS CALIBRATION

Those of us used to working in the racing world know that sophistication lies at the heart of an “extreme” product and nothing must therefore be overlooked or left to chance. Even the smallest “technical” change can affect the overall “balance” of the machine. This means working very meticulously where perception counts as much as intuition. This is why the F4 RR 312 now has updated suspension calibration. The search for perfect balance has dictated that the forks and monoshock shock absorber behave differently to deal with the new power output. The components are the same as on the R 312: Enormous 50 mm Marzocchi front forks and a Sachs “monoshock” at the rear as with the new steering damper inherited from the F4 CC. These are professional components that have been prepared with infinitesimal precision and attention to detail so as offer a taste of what riding a race machine is really all about. The carbon nitride treated forks, apart from their aggressive, original color, improve sliding characteristics within the legs on the forks. Travel has been increased by 1 mm and is now 130 mm. To underline the race-bred nature of this bike, the monoshock is fitted with a hydraulic spring preload adjuster that can be easily and quickly reset with an Allen key. The hydraulic compression has two possible ranges of adjustment, one for high and the other for low speeds. These improve the behavior at the rear under heavy compression and when the rider encounters frequent changes in the road surface.

BREMBO MONOBLOCK BRAKES

Brembo racing brakes are fitted to the F4 RR 312. This system is an exact copy of the one used on race-going Superbikes and has two 320 X 5 mm discs up front with one-piece monoblock radial calipers housing 4 pistons and 4 pads. The only difference between the “official” Brembo race brakes lies in the second dust cover fitted to the pistons for the F4 RR 312 for road-going use. This component serves to reduce wear on the brakes that certainly will not be serviced as often as those on a pure racing version.
MV F3 Serie Oro (CLICK FOR TECH SPECS)

This limited edition model has now sold out and all 200 made have been purchased.
MV World Videos

NEW BRUTALE 675 INTRODUCTION

F3 Production

NEW F4 RR INTRODUCTION
Latest News

MV AGUSTA F3 675 FEATURED ON THE NATIONAL GEOGRAPHIC CHANNEL

MAY 10 2012

The MV Agusta F3 675 is the new leader of the 600 Supersport category with engine and chassis technology that rivals even the most exclusive 1000 Superbikes.

The National Geographic Channel will unveil all of the secrets of this revolutionary motorcycle in an episode of “Megafactories”, a documentary completely dedicated to the prestigious manufacturer in Varese. The episode will reveal the intricate internal workings of the manufacturer that is known as the most prestigious in the history of the motorcycle.

The National Geographic Channel has captured detailed footage of the contributing factors that have defined the success of MV Agusta: advanced technology, unmistakable design, skilled workforce and extreme attention to detail and quality in every phase of the production process. These factors helped contribute to the creation of an groundbreaking product whose excellence is recognized world-wide and is proudly “Made in Italy”.

The secrets of the MV Agusta F3 675 which is assembled with passion, skill and precision, will be revealed in incredible detail with images that have been captured on high definition cameras and with the use of computer aided graphics. The most minute detail of the design, development, testing and assembly processes together with input from the skilled workforce including engineers, test riders and the management team will all be covered in this extraordinary documentary. The story behind the F3 three cylinder, the revolutionary motorcycle that has redefined the concept of supersport.

The episode of “Megafactories” dedicated to MV Agusta will air in various countries within the following dates:

NGC HD America 05/15/2012 19:30
NGC HD Australia/New Zealand 05/15/2012 19:30
Nat Geo Latin America 05/17/2012 22:00
NGC HD Italy 05/21/2012 21:55
NGC HD Germany 05/31/2012 20:15
Nat Geo Russia 07/10/2012 21:00
Nat Geo Central Europe 07/12/2012 22:00
NGC HD Iberia 07/16/2012 22:35
NGC HD France 09/25/2012 20:40

NEW EAS SYSTEM FOR THE THREE CYLINDER MV AGUSTA’S

MARCH 28 2012

After being elected as the new reference in their respective categories and combined with the overwhelming demand from the dealers, MV Agusta has decided to offer two versions of their F3 675 and Brutale 675: one with the traditional shifting system and one with the electronically assisted system EAS (Electronically Assisted Shift). This system increases the already incredible performance of the F3 675 and contributes to the overall superb dynamics of the Brutale 675 allowing the rider to change gears extremely quickly without closing the gas or using the clutch.

The revolutionary three cylinder F3 675 and Brutale 675 are distinguished from the competition by the application of the most advanced technology in their respective classes: counter-rotating crankshaft, as used in MotoGP; evolved electronic controls with the MVICS (Motor & Vehicle Integrated Control System); full ride by wire throttle control and integrated traction control.

The F3 675 is currently available from officially authorized dealers and from the end of march 2012 the new EAS version will also be available . The Brutale 675 will go into production in June 2012 and will be available in two versions: standard and EAS.

The EAS system is also available as an optional accessory directly from MV Agusta Special Parts.

MV AGUSTA F3, PERFECTION IN DETAIL

FEBRUARY 6 2012

Every great motorcycle is made up of many small acts of magic. Each MV Agusta is the ideal combination of thousands of intricate pieces. Assembled with passion, skill and innate precision. Thus was born F3, three-cylinder that has changed the concept of supersport.

Imagine an area that is organized, compact, modeled after a project that is at the same time rational and creative: this is the assembly line in the MV Agusta F3. Where emotions take shape, where the idea becomes substance. Metal. Composite materials. Light alloys.

The assembly line is the heart of the company. Here, every gesture is designed, programmed and designed to be efficient, accurate, necessary and effective. It is the core of the quality that defines MV Agusta, synthesis of craftsmanship and versatility. The workers know the intricate detail of the manufacturing process of the F3: their overall vision allows the maximum production flexibility, the exchange of personnel between various workstations and rigorous controls at each stage of assembly. To ensure quality and meet the production timing goals, you need a clear strategy of action.

Each F3 is composed of about 1,200 pieces, checked one by one before, during and after installation to ensure the compliance of the quality, assembly accuracy and function. The engine, a 675 cc in-line three cylinder, utilizes the unique solution of a counter-rotating balance shaft. This innovation solution neutralizes the forces of inertia of the motorcycle, enhancing the handling by reducing the effort to change direction. During the assembly process it is subject to continuous tests which include, for example, the electronic verification of all of the tolerances. Each step is recorded so that all the dimensions remain under full control. At the end of the assembly line each of this unique three-cylinder engines are subjected to the tests on the test bench: hot firing cycle, warm-up period and then they are subject to tests of power and torque. Each engine is tested for thirty minutes. And only after the successful completion of this test can the engine be transferred to the vehicle assembly-line where it is mated with the beautiful trellis frame complete with side-plates fabricated from aluminum alloy.

The tightening torque of the nuts, screws and bolts are recorded by a data management system that stores and encodes the information of each item to allow the traceability of each F3 produced. Everything moves along the assembly line according to the principle of "just in time", which becomes reality in the form of kits that are hooked–up to the same assembly line and providing all the necessary parts to the operators at just the right moment.

The F3 is finally assembled, perfect in every detail. 1,200 pieces transformed into a unique feat of engineering, creativity and charm. Made in Italy. But, it is not over yet: prior to being prepared for shipment, the F3 is subject to a final test on a chassis dynamometer which allows MV Agusta to verify the correct assembly and impeccable functionality of the wheels, engine, brakes and all the components, that when combined, form the most advanced supersport bike ever.
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history

FROM AVIATION TO MOTORCYCLING

The name Agusta first rose to prominence in the early twentieth century, identifying a pioneer in the fledgling Italian aeronautics industry: count Giovanni Agusta. Originally from Sicily but living in Lombardy, Giovanni Agusta founded his company in 1907 at “Cascine Costa” in Samarate (VA). Production of Agusta aircraft soared during the First World War, when the Count signed up as a volunteer in the Malpensa Air Battalion.

When he died in 1927, the company passed into the hands of his widow Giuseppina and son Domenico, who quickly found themselves having to deal with a crisis in the aeronautics sector and were forced to diversify to avoid shutting down. They decided to convert from aircraft to motorcycles, in response to the Italians' growing demand for motorised individual mobility. The first thing they did was come up with an engine which was inexpensive to produce and run: a two-stroke engine with a capacity of 98 cc and a three port timing system, primary gear transmission, an oil-bathed clutch and two gears.

Unfortunately the development of the engine was interrupted by the second world war, and in 1943 Cascina Costa was occupied by German troops. The occupation lasted until the end of the war, when Domenico Agusta established Meccanica Verghera in order to complete his new motorcycle project: a new company fully prepared to meet the challenges of the motorcycle market.

THE FIRST MV AGUSTA IS BORN

In the autumn of 1945 the first MV Agusta was presented to the public. It was initially to be called “Vespa 98”, but it was found that the name had already been registered. And so it was referred to simply by the number “98”, available in “Touring” and “Economical” versions. Deliveries began in 1946, the year MV Agusta officially began competing in the regular races. It didn’t have to wait long for its first victory: in the first season Vincenzo Nencioni won a regular race in La Spezia, then again in Monza on November 3, when all the steps on the podium were occupied by MV Agusta drivers (Vincenzo Nencioni, Mario Cornalea and Mario Paleari).

It was in the wake of these early successes that the model 98 “Sport” was built. It differed from the earlier models with its telescopic fork, a new frame 5cm shorter and a more sporting drive. Changes to the engine increased its power almost to 5 HP: a record at that time for an engine of this capacity.

In 1947 MV Agusta went to the Salon in Milan with a number of new features. In addition to a “Luxury” version of the 98, the two-cylinder, two-stroke 125cc bikes and the 250cc single-cylinder 4T bikes appeared.

The year after this the 125cc category was introduced in the Italian speed championships, allowing MV Agusta to enter its “125 three gear” model. In 1949 the “98” and the “125” were replaced by the new “125 TEL”, flanked by the 125 type “B” scooter in the same year.

THE BOOM OF THE '50s

Motorcycle racing resumed in the early 'fifties. MV Agusta became a racing legend thanks to decisive progress in performance and technology. The publicity generated by its success in racing brought Cascina Costa increased sales of its variety of versatile, economical models that perfectly responded to the demands of the market. But there were also applications deriving from racing bikes such as the sporty 125 Motore Lungo, named for the lengthened crankcases covering its ignition magnet, the most popular sports bike of its day. '53 was a very important year for industrial production, for MV Agusta reached the threshold of producing 20,000 bikes for the first time, thanks to its complete range and to the introduction of the original model 125 Pullman. In addition, the first plant licensed to produce motorbikes for export was opened in Spain.

In the meanwhile, on the racing front, the Motorcycling Federation decided to reintroduce competitive racing for mass-produced motorcycles. For this new championship MV Agusta industrialised production of the MV Agusta 124 single-shaft, a bike derived from Cascina Costa’s legendary racing bikes. The following year, 1954, saw the debut of the 175 CSS, which was to rise to fame under the nickname the Flying saucer because of the disk-like shape of its fuel tank. This model offered more than just attractive appearance, allowing MV’s drivers to win in the Sport classes too. In the second half of the ’fifties the motorcycle market was still booming, though the first signals were beginning to appear of the crisis that would later force many manufacturers to cut investment in racing and applied research.

But MV went against the trend here, purchasing Bell helicopter manufacturing licences which put new technologies at its disposal for application to motorcycles. Among the many innovations dating from this time are the construction of a number of prototypes of progressive hydraulic gears, 2T fuel injection engines and research bikes such as the six-cylinder 500 4T.

MV stood out from the other motorcycle manufacturers even in its most economical range. For instead of adapting its capacities to the standards set by the competition, it preferred to adopt a philosophy of research aimed at its general clientele. In accordance with this policy, in 1956 the company presented the “83”, capable of carrying two people in perfect comfort at a sufficient speed with limited fuel consumption. In 1959 it industrialised production of a new lubrication system that permitted MV Agusta engines to achieve hitherto unknown standards of reliability, and in fact the warranty on MV engines was extended to 100,000 Km.

The generation of bikes built with this new engine were in fact nicknamed the “Hundred thousand”.

1960 TO 1980

The ’sixties saw the consecration of the family car, but at the same time the motorcycle market slowed down. MV Agusta reacted to this change in consumer spending in a true enterprising spirit, offering the market new models to attract motorcycle lovers. Of these, the one destined to go down in history was the 600 four cylinder, the first maxi motorbike on the market, with a four-cylinder engine. The engine, derived from Mike Hailwood’s 500 GP, gradually developed into the high performance 750 S America, capable of speeds of 220 Km/h.

The same year saw the introduction of the 125 Disco, named for the rotating disk distribution of its 2T engine. The late ’sixties marked the start of the Agostini era, with the three and four cylinder 350 and 500 models remaining popular from 1967 to 1973. The two models were produced first with three-cylinder engines and then with four-cylinder engines to combat the advent of the Japanese two-stroke engines.

After Count Domenico’s death in the early ’seventies, the company was faced with a number of economic difficulties. This period was characterised by a battle between two opposing trends in the company’s administration: one aimed at pursuing investment in racing, the other at cutting it in order to balance the books. The middle road prevailed, resulting in limited development of the racing team and impoverishment of the number of models offered, down to only two: the 350 and the 750.

The former was offered in three set-ups: “Scrambler”, “GTEL” and “SEL”, while the 750 was available in Sport and Gran Turismo versions. In competition MV managed yet again to stave off the pressure from the Yamaha 2Ts and the Suzukis of Saarinen and Barry Sheene. The artifices of this resistance to the Japanese invasion were the tough Phil Read, with two wins in the 1975 season, and of course Giacomo Agostini. Agostini returned from a spell with Yamaha to ride Cascina Costa machines and win the last MV Agusta victory on the Nurburgring track on August 29, 1976.

The company’s precarious economic position forced MV Agusta management to seek out a new financial partner. They found the answer in the public financing giant EFIM (Ente Partecipazioni e Finanziamento Industria Manifatturiera), which demanded that MV Agusta get out of the motorcycle sector as a condition for righting its finances.

The difficult decision to abandon motorcycles resulted in the abortion of a new generation of large two-shafted 16-valve engines (750 and 850 cc) which were to have been launched at the Salone del Motociclo in Milan in 1977. The company had already reserved its stand at the fair, but failed to show up, though it did continue selling bikes until 1980, when the last bike in the Cascina Costa warehouses was sold. The name MV Agusta was back in the news in July 1986 when the trade press published an advertisement for the sale of racing bikes, prototypes, bodies and engines from the company’s legendary racing division.

The news raised such clamour that the leading journalists of the day demanded government intervention to protect this part of the nation’s cultural heritage. But unfortunately the great historical and technical value of these unbeatable racing machines was not enough to attract the interest of the Ministry of Industry and State Holdings, so that the entire lot of motorbikes and parts went to Italo-American Roberto Iannucci for about one and a half billion lire.

And thus the industrial chapter of MV Agusta of Cascina Costa closed, in an atmosphere of controversy and nostalgia for the glorious past.

FROM CASCINA COSTA TO SCHIRANNA

Once the controversy surrounding the Iannucci affair had cleared, MV Agusta was back in the news in the spring of 1992 thanks to an unexpected announcement from Cagiva Motor’s press office. It was officially announced that ownership of the Cascina Costa trademark was to go to Castiglioni’s group, after lengthy negotiations with a number of interested parties in the worlds of finance and industry. It was exclusively ownership of the trademark that was under negotiation, as the machinery and motorcycles had mostly be sold, with the exception of a lot of road and racing vehicles lovingly preserved by the Agusta Retired Workers’ Association, now on display in the museum in Cascina Costa.

The reaction to the news was lively among all motorcycle fans. The purchase of the legendary trademark by the most dynamic and determined entrepreneurs in the motorcycle industry was sure to guarantee the rebirth of MV Agusta. After all, the Castiglioni family were the only entrepreneurs on the scene capable of resuscitating companies in difficulty and transforming them into successful enterprises. The Castiglioni family had demonstrated their managerial skill by creating Cagiva out of the ashes of the glorious Aermacchi AMF; only a few years later Cagiva saved Ducati, in desperate straits, a victim of public financing strategies. And finally, they moved the production of Husqvarna of Sweden to Schiranna, so that the group offered (and still offers) the widest range of motorcycles in Europe. But while the other trademarks involved a technical or industrial inheritance, when it came to MV Agusta the only certainty was the fame and expressive force of a glorious trademark.

Cagiva Motor engineers faced with a blank sheet of paper strove to do their best, starting out on the basis of the technical assumption that an MV Agusta bike, to be true to its heritage, had to have a 3 or 4 cylinder in-line engine. This configuration was totally absent in European motorcycles, so Claudio Castiglioni found himself faced with the choice of either buying a Japanese engine or creating a totally new one. He chose the second option, and started out with a project developed by Ferrari, referred to as F4, and then developed up until the present day by MV Agusta technicians and engineers. The engine was created using exclusive solutions such as the radial valve arrangement and removable transmission, the first solution inherited from the broken up Ferrari and the second from the Cagiva GP. Industrial production of the new engine began at the same time as the design of the riding and aesthetic aspects, entrusted to the great master Massimo Tamburini, director of the CRC (Cagiva Research Centre). Tamburini already had many years' experience dressing this type of propulsor unit, accumulated during his years with Bimota (which stands for Bianchi, Morri and Tamburini). The first prototype was completed on the eve of the 1997 salon in Milan and exhibited to the press for the first time on September 16 of that year. The reporters were amazed by the marvel before their eyes, the MV Agusta F4. Red and silver just like its ancestors, with that organ pipe exhaust pipe that brings to mind lost symphonies, the MV Agusta F4 was an immediate success, the ideal object of a motorcycle lover's desire. The subsequent process of industrialisation was divided into two distinct stages: the first with production of a limited run of 300 F4 Gold Series bikes, with carbon bodies, magnesium parts and an engine with crankcases cast in earth anticipating the construction of the S model, destined for a broader range of users thanks to its price, cut by half over that of the previous version. In April 1999 the F4 Gold Series was presented in action on the Monza racetrack for the first time, attracting the attention of over a hundred trade publications. The bike was impressive for its speed of over 280 km/h and its extraordinary cycling component, universally considered to set the new standard. Despite its price of over 68 million lire, the F4 Gold Series was snapped up by the wealthiest and most dedicated motorcycle lovers all over the world. These included King Juan Carlos of Spain, F1 driver Eddie Irvine and countless prominent names in finance and fashion. Production of the new MV Agusta required a complete reorganisation of the productive cycle, converting the Schiranna plant for production of engines only, while final assembly was transferred to the new productive plant in Cassinetta di Biandronno. The new productive set-up was also a result of the production of the new F4 S, derived from the Gold Series and destined for a wider range of users and therefore produced in much larger numbers. This was the basis for all of today's variants: the special Senna series, the sporty SPR and the new Brutale. And this is where history ends and the news begins.
Racing

THE FIRST CHALLENGE, THE FIRST VICTORIES

Count Domenico Agusta was convinced that racing would be the best form of advertising, especially for a young brand such as MV Agusta was at the time. On the basis of this conviction the manufacturer officially entered the off-road competitions, to go on to Gran Prix racing in 1950. The first speed racing bike was the MV Agusta 125 dual shaft, capable of achieving 13 HP at 10, 000 rpm. In the same year the 500 Four Cylinder road bike was presented at the motorcycle fair in Milan, a dual shaft 50 HP bike out of which engineer Pietro Remor developed Cascina Costa’s first four cylinder GP bike.

Following a number of technical evolutions this bike became a winner in the hands of Leslie Graham, who won the Monza and Barcelona GPs in 1952. While the 500 had become competitive, Cecil Sandford’s dual shaft 125 was considered the bike to beat, and the Englishman was world champion by the end of the season with three wins. This was the first …of a legendary series of 75 world championships (38 drivers’ and 37 manufacturers’). 1953 was a tragic year for the Cascina Costa team due to the accident that cost Leslie Graham his life in the Tourist Trophy, where only two days earlier he had won a spectacular victory on the dual shaft 125. Bell-shaped fairing and aerodynamic appendices were the new technical features characterising the 1954 season, allowing the 500 four-cylinder engine to achieve speeds of 230 km/h with just 60 horsepower. The following year the young Ubbiali appeared on the 125 world championship scene, bringing Cascina Costa the first of its 8 world championships with five victories. MV Agusta dominated the popular “formula two” racing with its 175 two-shaft engine, a model derived from the series which raced successfully in countless important races and in the Juniores and Senior formulas. In the 350 class Umberto Masetti won the Monza grand prix on the bike that had previously belonged to the unfortunate Ray Amm, and ex Norton driver who died in the first race he ran for MV Agusta. With twelve wins, including both national and world championships, 1956 set an absolute record for the number of victories in a single season. Among the many successes of that year, the most significant was undoubtedly the 500 world championship won by John Surtees, a win that brought the name MV into the golden books of the queen class. The following year Cascina Costa’s racing bikes were subject to strong competition from Mondial in the 125 category and Gilera in the 500, while in “formula two” racing Remo Venturi won on his dual shaft 175 bike in both Monza and the Motogiro d’Italia. On the research front, MV Agusta proposed a spectacular 500cc six cylinder engine capable of 75 horsepower, which was not used in racing due to internal competition from Surtess’s still competitive four-cylinder bike. The drop in demand for motorcycles led to a pause for reflection on investment in racing, and ended up with Guzzi, Mondial and Gilera temporarily leaving the races in 1958. At the same time new competitors such as Ducati and Morini appeared on the scene, but none of them caused MV Agusta to worry: in 1958-1960 the Cascina Costa manufacturer won 63 races out of 76 run, thanks also to the top condition of drivers such as Surtess, Ubbiali and Provini. The end of the decade saw the advent of new technologies leading to significant improvements in performance and driveability. MV achieved a power of 70 horsepower in its engine for the 500 category, 45 for 350, while forks with a square section, four shoe brakes and use of materials from aeronautics were introduced, permitting significant reductions in weight, up to 20 kg. MV Agusta’s vocation for technological research also led to experimentation with a desmodromic 125 and a direct injection 250, projects that got no farther than the prototype stage.

LA DOLCE VITA, BIG JOHN, MIKE "THE BIKE"

The decade began with the advent of new manufacturers like Bultaco, CZ, Benelli and, above all, Honda, challenging the dominion of Cascina Costa's bikes. The new competitors didn't look like a threat to Carlo Ubbiali and John Surtess. Ubbiali won the world championships in the 125 and 250 classes, while the Surtess completed MV's four-of-a-kind with victories in the 350 and 500 categories. At the end of the season "Big John" left the bike "Circus" for F1, where he joined Drake Enzo Ferrari's court to win a formula 1 world championship as well (in 1964). The new well-to-do society documented in Fellini's masterpiece "La dolce vita" did not seem to have much to do with the motorcycle market, which was suffering from a drop in demand that forced even MV Agusta to retire from racing temporarily. Ubbiali and Surtess's winning bikes continued to be successful, however, thanks to the commitment of a select few private drivers who were able to win Count Domenico Agusta's confidence.

These included Gary Hocking, who easily won the 350 and 500 categories with the MV Agusta Privat, a curious name applied to the fuel tank to indicate that he did not officially represent the manufacturer. The next year saw the arrival at Cascina Costa of Mike Hailwood, a pilot who thrilled the crowds with his innate class. Nicknamed Mike "the Bike" in the press, Hailwood dominated the five hundred class completely from 1962 to 1965 before giving way to the rising Giacomo Agostini. The Private tag disappeared halfway through the ’60s and MV Agusta began to race officially again, her confidence boosted by an extraordinary plan. A 3 cylinder 4 stroke machine inclined by 10°, first 350cc and then 500cc, was produced with two-shaft distribution with four valves per cylinder and seven speed gearbox. As for the bike, the frame was…formed out of a double cradle of steel tubes with a square fork permitting inclination of the rear suspensions. MV Agusta’s new arm, which Count Domenico insisted on entering in the very first official race, immediately revealed its potential with the help of the talented young Giacomo Agostini. “Ago” won a resounding victory on the Nurburgring track at the expense of team-mate Hailwood, who came in second on his four cylinder bike. In 1966 Hailwood went on to Honda and Agostini became MV Agusta’s top driver. The two ex team-mates faced off in the queen class, and MV Agusta’s driver did not win until Spa Francorchamps. After his victory on the Belgian track Agostini went on to a three-cylinder bike (…a 474cc oversized 350) and beat Hailwood on the Monza track in the first of the thirteen races he was to win for MV Agusta. The following year Hailwood had a brand new 6 cylinder 350 and a 4 cylinder 500 at his disposal, but despite “Mike the Bike’s” heavy artillery both races were won by the Italian, who closed the 500 category in the last race. In 1968, when Honda retired from racing, Hailwood had to race the season as a private driver, and couldn’t compete with Agostani, who won in the 350 and 500 categories. The script that closed the decade was to be repeated throughout the first half of the ‘70s.

AGOSTINI AND READ VS THE WORLD
The decade started out with the legendary Agostini-MV Agusta combination taking the 350-500 world championships in 1970, 71’ and 72’. In 1972 Agostini was faced with stiff competition from a team led by Jarno Saarinen on hissing Yamaha two-stroke machines. MV Agusta responded with a winning 4 cylinder 350, easier to handle and offering better performance than its predecessor, while experimenting with 6 cylinder fractioning, which was however prohibited by the new technical regulations.

By 1973 the growth of the two-stroke engine appeared to dominate in the queen class too, forcing MV Agusta to come up with a new version of its four cylinder 500. This model, with over 80 HP at 14,000 rpm, equipped with disc brakes and light alloy wheels, allowed Phil Read to win the 500 title. In the lower class the world championships went to Giacomo Agostini, who officially went over to Yamaha at the end of the season. The decision led the team to abandon the 350 class to concentrate on what was to be the last evolution of the 500 engine. The bike, driven by a 4 in line inclined by 10 degrees, achieved a power of 102 HP at 14,600 rpm and brought Phil Read his last world championship for Cascina Costa in 1974. The following year saw experimentation with a version of the 4 cylinder bike fitted with a frame with "monocross" type rear suspension, a solution which did not bring the hoped-for results. 1976 was MV Agusta’s last year racing. The season began with great excitement over Giacomo Agostini’s return to MV Agusta. The silver and red fairing gave way to the red and white livery of Marlboro, the Italian driver’s personal sponsor. His return was difficult, and Agostini had a hard time keeping up with Yamaha and Suzuki; halfway through the season he left MV Agusta for Suzuki. With no hope of winning the championship, taken by the rising Barry Sheene on his Suzuki, Agostini went back to MV Agusta for the Nurburgring grand prix, where he won a last historical victory, capping off a series of 270 grand prix wins and 75 world championships (38 drivers’ and 37 manufacturers’).

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