The heritage and racing history of MV is rivalled by Tso few, and seeing how this particular test was at a race track, I couldn’t wait to see what the Brutale had in store. I have to say, this bike was one of the outsiders for us here at Fast Bikes. We were not really sure what to expect, but luckily, I pride myself on taking each bike as they come, and I always try my best not to get on any bike with a preconceived expectation or opinion of what I’m going to find.
Firstly, I want to talk about the styling. You show me someone who doesn’t love a single-sided swingarm and I’ll show you a liar! They look full factory, in my opinion, so when you look at the side of the MV with those three angled exhaust end cans and the single-sided swingarm… well, just take some time to appreciate it! I’m also a fan of trellis-style frames like we see on Ducatis, KTMs and, to a certain extent, Triumphs. It’s nice to see some engine behind the frame rather than the conventional ‘box’ section frames that the Japanese typically use. The silhouette of the Brutale looks deceptively small with a short wheelbase, but when you get on, it’s all laid out well. I wasn’t cramped up, and the riding position felt pretty well-balanced between a decent road riding position and what I would describe as a‘relaxed’ track position; by that, I mean my feet weren’t high up behind my arse and with all my weight on my wrists like a track bike will generally feel.
Having just returned from the launch of MV’s new adventure bike, the Enduro Veloce, I was looking forward to being able to enjoy that soundtrack we’ve become accustomed to with MVs. The Brutale didn’t disappoint... it sounds exactly how a three-cylinder sports bike should. It’s such a unique and distinctive noise, and the Italians have done a great job with the engine and gearbox. Each gear change sounds aggressive, and you get a feel for the racing DNA that’s built into this bike. I like to feel like I’m part of a bike, not a passenger, so I prefer the need for a positive gear change, which is what the MV needs, and I really like the feel and grunt from the 800cc power plant. The final drive gearing is a little bit shorter than I would have liked, so it meant there were a lot of gear changes in order to be in the right rev range at certain key points around the track. We were revving out in sixth gear at the end of the back straight, so I think the final drive gearing could do with being a bit taller, in my opinion.
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