Author: Frank Melling Posted: 16 Dec 2014
One thought on “MV Agusta Brutale Owners Manuals” Malcolm Richardson says: January 19, 2017 at 4:20 pm Do you have 2012 MV Augusta 920 Brutale Manual. MV Agusta Forum Since 2005 A forum community dedicated to MV Agusta motorcycle owners and enthusiasts. Come join the discussion about troubleshooting, maintenance, performance, modifications, classifieds, and more!
Dear Santa
- MV Agusta Motorcycle User & Workshop Manuals PDF is above the page - Brutale, F4 Engine. MV Agusta - motorcycle manufacturer, located in Cascina Costa near Milan, Italy. The company was founded in 1945 as a division of the aviation company Agusta, founded in 1923 by Count Giovanni Agu.
- Fits your 2015 MV Agusta Brutale 675. Galfer 1303 Racing Compound Front Brake Pads FD176 $ 89. 10% off MSRP Sale. Video Available.
I have been a very (well, fairly) good boy and I was wondering if I could have my three dream bikes for Christmas?
I would like a sports bike for fast riding and the occasional track day.
Then I would really like a tourer so I can go out with my wife for the day and she can enjoy the ride as much as me.
Last but not least, I do like going to the office on my bike so please may I have a fast scooter which will be great in traffic but still fun to ride?
Yours in hope
Frank
Well, of course the answer is that you can’t have three bikes and Santa is likely to slap you in the face with some reindeer poo just for asking – just after your wife finishes the phone call to the divorce lawyer.
But hang on a minute - maybe you can have three very different motorcycles for the price of one…
Roll of drums and let’s welcome on to the world stage the MV Agusta Stradale 800 – quite possibly the best bike MV have made so far.
Let’s start with some myth killing. The Stradale chassis is all new and its 798cc three cylinder engine is also tuned just to meet the Stradale’s specific needs. This is not a parts’ bin special made from existing MV leftovers.
First, the engine. It really is a lovely thing. Feather light at just 52kgs (115lbs) and wafer thin. On the Stradale, its already Super Model slimness is reduced by 40mm – almost a couple of inches – by having a hydraulic clutch.
It comes with a vast range of electronic options which is fine if you are nine years old and love Nintendos. For the grown-ups, there is only one choice. Sport setting and maximum throttle sensitivity. In this mode, the triple knocks out a very respectable 115hp and we are told the Stradale will run up to 120mph effortlessly.
Better still, the power is seamless. Peak torque is at 9,000 rpm but the torque curve is almost flat from 4,000rpm. MV have been criticised, fairly and accurately in the past, for dreadful engine management but the Stradale is flawless at any revs in any gear.
In an attempt to cause problems for the ECU I did some full throttle roll ons in sixth gear from 35mph. The Stradale simply accelerated all the way to the motorway speed limit as if there was a magnet in front sucking it along.
The electronics also provide ABS, traction control and an anti-stoppie device to stop the Stradale being upended by smacking on the front brake too hard.
The Stradale is silent at modest speeds but it is an MV so in the afternoon of the launch I rode the nuts off it, mainly in second gear between 50mph and 80mph. At this speed, and with the engine spinning at around nine and ten thousand, that lovely 79mm x 54.3mm triple wails like a proper MV.
If the engine is impressive, the quick shifter is also a game changer. This has a quick shifter for upward gear changes and an auto blipper for coming down through the cogs. The system is a direct lift from racing and so I wasn’t surprised to find that it worked well with thoughtful, high speed changes both up and down the ‘box.
What was amazing was the way the quick shifter dealt with situations where it should struggle. It works a treat in urban riding and dealing with dreamy farmers pulling out of side roads was no problem either. Swapping gears doesn’t have to be neat or precise – the changes will still happen safely and efficiently.
Finally, for traditionalists like me, you can still change gear really, really well without using the quick shifter so it is not as if MV are emasculating us in the way that scooters do with their droning CVT transmissions. If you have the appropriate level of skill, you will be able to play with the gearbox all day long and the Stradale will help you to have fun. What can be fairer than that?
Because the MV system works so well, there is now a big question mark over the CVT transmissions used in scooters and the heavy, complicated dual clutch designs which Honda sees as the way forward.
One cynical journalist on the launch said the Stradale chassis is just a case of cost cutting by using the same frame across a whole range of models. In fact, he couldn’t be more wrong. The Stradale chassis is a bespoke item and Giovanni Castiglioni, who owns MV Agusta, was at pains to stress how many chassis and swinging arms they had built before arriving at the finished design,
The result is a masterpiece of design for the bike’s intended purpose. With a long, 57” (1,448mm) wheelbase and 4 ¼” (108mm) of trail the Stradale has a beautifully neutral feel in the cruise and yet turns well at sports’ bike speeds.
With a pillion, there will be a bit more rake as the back end squats down a little and the Stradale will be even more easy going.
Take the bike to a track day and the long travel suspension will be worked hard, the front end will tuck in a little more, and the bike will become very nearly a sports bike. It’s a masterpiece of compromise engineering and MV really does deserve a lot of credit for what they have achieved.
Both the Marzocchi front suspension, with 6” (152mm) of travel, and the Sachs rear shock are infinitely adjustable.
Another compromise is the braking. There is a pair of 320mm discs sat on the front of the Stradale and these are gripped by 4 piston, radial Brembo callipers.
https://deckdatgood.weebly.com/ms-encarta-2009.html. Microsoft Encarta was a digital multimedia encyclopedia published by Microsoft Corporation from 1993 to 2009. Originally sold on CD-ROM or DVD, it was also later available on the World Wide Web via an annual subscription – although later many articles could also be viewed free online with advertisements.
Put some fierce pads in these anchors and they would be hard work for the rider of a recreational motorcycle. However, a good choice of pads, plus a sensible Nissin master cylinder, means that there is a huge amount of braking power but it is as easy to use and biddable as a working Spaniel.
The Stradale comes equipped with Pirelli’s latest dual compound Diablo Rosso II tyres. It’s easy to see where the sticky bit of the rubber begins because a clear band soon develops round the last couple of inches of the circumference.
I think that I am supposed to say that the dual compound offers a giant leap forward in performance but I couldn’t tell any difference on the road. A current sports/touring tyre is the equivalent of a race tyre from ten years ago and this is all that any fully paid up member of the human race needs on the road.
The Stradale isn’t perfect. The panniers are too small to be practical and there is a hard, triangular hump in the seat which, if you are 5’ 10”, sticks right up your bottom. This might be a selling point to some sections of the community but probably not to most motorcyclists.
The lcd dash is okay – but no more – and MV need to up their game in this respect. The price tag is not bargain basement either at £11,599.
But what you do get subsumes these niggles. The Stradale is the sort of bike you want to stroke last thing at night before you go to bed. It’s a bike which you can’t wait to get to 10,000rpm simply for the soul tingling joy of hearing that iconic MV song. It’s a bike with soul and spirit – and that is worth a lot.
The Stradale is also practical. The bike works as a commuter, you can do some light touring on it and still be able to take it a track day and not have to ride with the novice group all day.
So thank you Santa for delivering all three bikes in one package.
MV AGUSTA STRADALE 800 TECH SPEC
Engine | Liquid-cooled 798cc Inline Tripe, 12 valves |
Bore x Stroke | 79mm x 54.3mm |
Clutch | Hydraulic, multi-disc |
Transmission | Cassette style, 6-speed constant mesh |
Objective c for mac download. Frame | ALS Steel tubular trellis |
Suspension | Front: Upside-down Marzocchi hydraulic fork with rebound/compression damping and spring preload adjustment, 150mm (5.91 inches) travel Rear: Progressive Sachs, single shock with rebound/compression damping and spring preload adjustment, 150mm (5.91 inches) travel |
Brakes | Front: Dual 320mm floating discs, radial-mount Brembo four-piston callipers Rear: Single 220mm disc, two-piston Brembo calliper |
Wheels | Front: 3.50 x 17' aluminium alloy Rear: 5.50 x 17' aluminium alloy |
Tyre | Front: 120/70 - ZR17 Rear: 180/55 - ZR17 |
Wheelbase | 1460mm (57.48 inches) |
Seat Height | 870mm (34.25 inches) |
Dry Weight | 181 kgs (399 pounds) |
Fuel Capacity | 16 litres (3.5 gallons) |
Price | £11,599 |
Colours | Red/Silver, White/Grey, Bronze/White |
For your MV Agusta insurance quote, head to Bennetts.co.uk
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At a glance
Power: | 212 bhp |
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Seat height: | Medium (32.7 in / 830 mm) |
Weight: | Low (375 lbs / 170 kg) |
Overall rating
Next up: Ride & brakesAuthor: Michael Neeves
Updated: 10 September 2019
Built as the basis for MV’s factory WSB racer, only 250 ‘homologation special’ F4 RCs have been built. Based on the Italian firm’s top-spec F4 RR, the F4 RC (Italian for racing department) costs £11,000 more, makes an extra 11bhp and weighs 15kg less with the supplied track-only race kit fitted.
It’s the best F4 MV have ever produced, but not as easy to manage as best European and Japanese superbikes. But it rewards the more experienced and there’s no denying it’s one of the most beautiful motorcycles ever made.
Ride quality & brakes
Next up: EngineAs you’d expect, the F4 RC comes with fully-adjustable Ohlins suspension, but it’s not electronically-adjustable like the F4 RR’s (electronic suspension isn’t as good for dedicated track work) It also comes with top-spec Brembos and lightweight, forged aluminium wheels.
Liberal use of magnesium alloy for parts like the engine and cylinder head covers, bucket-loads of titanium bolts and a titanium race exhaust all help the F4 RC shed 15kg. Claimed dry weight is 175kg.
It might look pretty, but the F4 RC is an angry little so-and-so on the track. You’re perched precariously on top it and to begin with the riding position, and everything else, is a shock to the system. It doesn’t glide serenely through corners like some of its rivals - it’s more like a fist-fight on the MV. But learn to relax and ride it with your finger tips and you unlock the key to the RC’s performance and soon discover it’s beautifully stable at full lean, changes direction with the best of them and has fearsome brakes.
Engine
Next up: ReliabilityWith a lighter, stronger crankshaft, pistons, springs and valves and a ported cylinder head, MV has managed to squeeze a claimed 212bhp from the F4’s blueprinted, inline four-cylinder 998cc motor (205bhp without the supplied race kit exhaust and ECU). There’s no question the RC is powerful and its acceleration brutal. It also has excellent engine braking control, anti-wheelie, traction control, quickshifter and auto-blipper. But the throttle is too light and sensitive, so it’s hard to be smooth, especially through bumpy corners where it’s hard to keep a constant throttle.
Reliability & build quality
Next up: ValueBuild quality is faultless and this is a work of art as much as a functioning motorcycle. MV reliability is improving all the time. It’s no Honda, but you shouldn't experience major problems.
Value vs rivals
Next up: EquipmentIt’s twice as expensive as the best of its rivals, like the RSV4, R1 and S1000RR, but exclusivity is guaranteed and it’s equipped with the best of the best components.
Equipment
A race kit is included in the price, which boosts power from 205bhp to 212bhp and brings weight down from 183kg to 175kg. It includes a full titanium Termignoni exhaust system (responsible for most of the power gain and weight loss), a race ECU, carbon fibre rear seat cowl, quick-release fuel cap, mirror infil caps, bike cover and a certificate. It’s dripping in titanium, magnesium, aluminium and comes with Ohlins, Brembos, Pirelli Super Corsas and electronic rider aids.
MV-AGUSTA F4 1000RC for sale with MCN
Specs | |
Engine size | 998cc |
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Engine type | 16v, inline four |
Frame type | Tubular steel trellis |
Fuel capacity | 16.3 litres |
Seat height | 830mm |
Bike weight | 170kg |
Front suspension | 43mm Ohlins forks, fully-adjustable |
Rear suspension | Single rear Ohlins shock, fully-adjustable |
Front brake | 2 x 320mm discs with four-piston Brembo calipers |
Rear brake | 210mm single disc with twin-piston Brembo caliper |
Front tyre size | 120/70 x 17 |
Rear tyre size | 200/55 x 17 |
Mpg, costs & insurance | |
Average fuel consumption | - |
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Annual road tax | £93 |
Annual service cost | - |
New price | - |
Used price | - |
Insurance group | 17 of 17 How much to insure? |
Warranty term | Two years |
Top speed & performance | |
Max power | 212 bhp |
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Max torque | 85 ft-lb |
Top speed | 190 mph |
1/4 mile acceleration | - |
Tank range | - |
Model history & versions
Model history
2015: Limited edition F4 ‘Reparto Corse’ released. Used as the basis for MV’s F4 RC Superbike, ridden in WSB by Brit Leon Camier. Only 250 built.
Other versions
Base model F4 and top-spec F4 RR
Other MV Agusta F4 models
Owners' reviews for the MV-AGUSTA F4 1000RC (2015 - 2020)
Mv Augusta 2015 Manual User
No owners have yet reviewed the MV-AGUSTA F4 1000RC (2015 - 2020).