BIKE TEST >> MV BRUTALE 675 << WIN THIS BIKE See page 18-19 PUNCHING for details ABOVE ITS

TheWEIGHT new Brutale 675 may look like a little bike, but it’s got plenty of bargain-priced bite

TEST GRAEME WILSHAW PHOTOGRAPHY SAM MACLACHLAN

V’s new baby Brutale has class. MV Agusta has taken on Triumph’s to get into some wide open space. got a damn lot going for it: 675 Street Triple head to head and the I was able to spend some time on the MV it’s Italian, it has style and result is what you would expect from a Agusta F3 at the recent AMCN Motorcycle loads of credibility, plus it company renowned for building world of the Year test. The F3 and the B3 are handles like a sportsbike. championship-winning motorcycles. very easy to ride and a blast if you find And what does all this set I have been riding the B3 for over a week yourself on a quiet country road. Both give Myou back? It’s only $14,990 ride-away! in peak-hour traffic as well as some great you confidence-inspiring feel through the No matter what style of bike flicks your twisty roads and in my mind it covers all chassis and I’m still blown away at how switch, it’s very hard not to admire the bases. You can ride it slow and you can ride planted the front end of these bikes are work of the man who designed this sexy it fast; it just cuts its way through quick through off-camber corners when you need bike, Fabio Orlandi from MV Agusta. Fabio corners with all the ease of a sportsbike. to hold a tight line. Whether you’re a novice has created a bike that looks tougher As far as a commuter goes, it does the job or an experienced rider, you will make than you would expect for one in this but you are always left feeling it just wants friends quickly with both bikes.

amcn /50 51/amcn 90 DYNOJET RESEARCH CF: SAE Smoothing: 3 VALUE FOR MONEY COUNTER ROTATION SYDNEY DYNO Pty. Ltd. 0418 224 000 90 The MV B3 takes on many contenders in $14,990 including on-road costs, The counter-rotating is very cool; this is Power: 76.90kW @ 12,500rpm Run_01280 .dTorque:rf Max Po w63.07Nmer = 76.91 @ 9100rpm the middleweight class around its price making it much the same as the the first time a production bike has gone down this point. The main ones are the slightly Triumph and slightly dearer than its road. The idea has been used in GP before and the 80 heavier four-cylinders – Kawasaki’s Japanese competitors. The B3 brings theory sounds great. 70 76.90 kW watch this! Z750 at $12,4990 plus on-road costs, a lot to the table, though, with a newly It means the crankshaft is spinning anticlockwise, Download the free viewa app, select towards the back of the bike, if you like. This helps 70 the GSR750 for $12,490 plus designed lightweight engine, advanced 60 the Australian Motorcycle News on-roads and Yamaha’s FZ8 at $12,990 electronics not seen before in this reduce the forward momentum which is caused by a channel and hold your device over plus on-road costs – as well as the class and a competitive price point heavy forward-spinning crankshaft. 60 this page to see and hear the sheer Triumph 675 Street Triple R for $13,490 considering what you’re getting. The theory then is the bike will turn into the 50 hooliganism the little Brutale will plus on-roads. It’s definitely a good time to be corners easier with less forward momentum and less unleash in you 50 The MV Brutale as mentioned is buying a bike. resistance, as the momentum of the crankshaft is 40 ( kW )

pointing towards the rear. er w o P Under heavy braking it plays a part, too, helping (Nm) Power (kW) Torque 40 the bike remain steady and again helping to prevent 30 it from running in too deep. In GP racing it was

claimed this would also assist in the way the bike 30 20 changed direction. Riding the bike through twisty bits, you can’t help 20 10 but think it feels lighter than the claimed weight suggests. Braking and turning into a corner is where Engine Speed (RPM x 1000)

this bike is hard to beat – it’s very obedient. 10 0 2 4 6 8 10 12 14

X = 12.5 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Engine Speed (RPM x1000) Motorcycle Performance Tunning MV’s Brutale has one of the sweetest engines available

The B3’s ride position is very relaxed and armoured elbows, you lose some vision. I felt power plant is something special, neutral; at my height of 177cm at least. That the mirrors could be a little wider, too. as well. Just check out the size of the thing said, the seat height is pretty low at 805mm In the braking department the MV is – it’s tiny! This is one of the major reasons and I believe the B3 would be a popular equipped with big Brembo brakes and Nissin why the bike is so light. choice among women thanks to this, its master cylinders. Up front it has twin 320mm The engine is derived from the F3 weight of 183.7kg (wet), and how easy it is discs with four- calipers, while the supersport. The B3 doesn’t come with the to move around the garage – not to mention rear has a 220mm disc and a twin-piston F3’s titanium valves and the compression having one of the sweetest engines available. caliper. You feel like you have deployed a ratio is reduced from 13.0:1 to 12.3:1. The The seat is very firm when you are riding parachute out the back when you apply the B3’s camshaft is a little milder with less lift in traffic or on a freeway. At a slow pace, front brakes; they’re very effective. and less duration than the F3, too. Still, this it gives you the feeling of sloping forward, The shape of the 17.5L tank gives the compact, lightweight 675cc engine creates but when you ride faster and start moving Brutale a big-bike look but that’s where 76.9kW (103.1hp) at the rear wheel. The around a bit more, the seat is just the right it stops. I know I’ve mentioned the weight engine was a real surprise; it revs very freely shape and angle to support you. The pillion already but it’s such a standout for me and and has plenty of torque down low for a 675 pad on the back is really in case of an you notice it straight away before you start triple. This engine is strong and it’s plenty emergency, though. to ride. This lack of bigness and the low fast enough for the road and would serve as The mirrors are well positioned and give seat height will really help riders with less a handy weapon at ridedays. The ride-by- you a reasonable view of the traffic behind. experience gain their confidence on the road. wire throttle offers seamless acceleration If you have a modern sports jacket on with The Brutale B3’s fuel-injected, three- and great feel and response.

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Small seat, but it holds you in Physically tiny, MV’s 675cc Six-speed gearbox can be Big Brembo brakes and Nissin where you need to be when triple is pumping out 76.9kW improved with a quickshifter for master cylinders provide top- throwing yourself around the (103.1hp) at the rear wheel, the full hooning experience... quality stopping bike with 63.1Nm of torque garn, do it!

94.6kg 183.7kg 89.1kg amcn /52 53/amcn B3 vs F3 I’ve spent some time on both the F3 and the B3, which really are two very different bikes. One reason is because of how you sit on them, but they also have two different roles to fill in the market. The F3 is aimed right at the Triumph Daytona 675R and the other Japanese 600cc supersports bikes. Its role in life is to get MV back on the podium around the world. As we have all heard countless times, what wins on Sunday sells on Monday – allegedly. The B3, on the other hand, is aimed at people who are interested in a midsize bike built with more than one type of usage in mind. It’s designed to attract people to the brand with its all-round riding approach. Both bikes surprised me, for different reasons. The B3 feels quicker to me on the road, probably because of the sitting position – I know that’s weird but you’re not tucked up behind the screen of the F3 looking for blistering sportsbike acceleration. Instead you’re out in the elements being pushed around by the wind. The faster you go, the more you get buffeted, which makes it feel like you’re travelling at greater speeds than you actually are. However, both bikes have their place in the market and it’s obvious MV is serious about taking on the mighty Japanese four.

The backward spinning crankshaft reduces the forward inertia created by a conventional engine

Both the B3 and the F3 share a uniquely on using this bike for general commuting designed engine: besides the weight of the and decide it’s not necessary to flat change engine being light and the whole unit being through the gearbox on the way to work, then narrow, they both have a crankshaft that it’s probably a silly option, but if you’re going runs backwards. This means that instead to do trackdays and enjoy the ability to shift of the weight of the crankshaft spinning faster then it’s good value. towards the front of the bike, it spins towards The suspension is firm and you don’t the back. This has a great effect on the have too many options to make a change. feeling of the bike, reducing the forward In my mind, the standard set-up is too inertia created by a conventional engine. harsh for the road; it might be a different The raspy sound of this three-cylinder 675 case for European roads but I found it needs a special mention as it’s very cool. tends to not like bumpy, slower corners. 1 It’s hard to put into words, but the growl The rear Sachs unit has a spring preload that comes from those three pipes when the adjuster, and there’s no adjustment on the Main: It’s light and very flickable tacho hits 6000rpm gets your interest, then 43mm Marzocchi upside-down forks. It 1. The pipes are stunning; very worthy of the at 12,000rpm upwards it’s insane. It really would be great to have compression and beautiful engine sounds like a cross between a 500GP bike rebound adjustment on the front and back, 2. Preload adjustment on the rear only and a 450 motocross bike – it’s the bollocks and a spring preload on the front, too, but and you never get sick of it. Well done, MV. remember this bike is only $14,990 ride away The six-speed gearbox is very impressive. – and more adjustment means more money. 2 First gear has a good ratio for traffic and the In saying that, having a firm suspension rest of the ’box is well-spaced; the shifting package has its upside, too. It’s very stable is very smooth and precise for a European when the pace picks up and through smooth, unit. The B3 is currently only available with a fast corners the combination of the brilliant retro-fitted quickshifter (Electronic Assisted chassis, backward rotating crankshaft, light Shift) for $1577, but it will be available as weight and wide bars lets you change lines at an optional extra soon. If you’re intending will – it’s brilliant.

55/amcn 1 2 It’s been designed by Italians with a passion for all things fast and sexy

MV has gone with Pirelli Angel ST tyres as standard fitment in a 120/70/17 for the front and a have a gear indicator to tell you which gear you’re 180/55/17 rear. These tyres are more than capable in, which is handy in top where you find yourself in most if not all road conditions, though if you’re looking for the next gear. The speedometer regularly heading off to ridedays you might want is digital and easy to read day or night. The Engine to look for something a bit softer. electronic shifter can be switched on or off using Configuration In-line three-cylinder The dash on the B3 opens up another world. the menu button, too, and the dash lets you know DOHC, four valves per cylinder It’s packed with electronic features for a bike whether you have it on or off. Capacity 675cc in this category and this price point. You have The B3 has been designed by Italians with a / 79 x 45.9mm MVICS (Motor Vehicle Integrated Control System) passion for all things fast and sexy. That shows 12:1 meaning four engine-tuning maps available on in the style of the bodywork and the attention Cooling Liquid the right handlebar: Rain, Sport, Normal and to detail and, of course, that wonderful engine. Fueling EFI, 3 x 47mm Mikuni throttle bodies Custom. The map you’re in appears on the dash The build quality is apparent and it can be ridden Power 80.9kW @ 12,600rpm (claimed) and there’s the option to change engine maps on slow or fast with relative ease, however it favours Torque 63.6Nm @ 8600rpm (claimed) the fly. I rode in Sport for most of the time and it going fast. TRANSMISSION felt very strong. Normal is normal and custom MV Agusta has started with a competitive Type Six-speed means you can create a new map to suit whatever supersport bike in the F3 with its small, powerful Clutch Wet you have planned for the little Brutale. lightweight power plant, detuned it slightly, Final drive Chain You also have eight different traction-control knocked a bit off the pricetag and the result is CHASSIS settings and the ability to turn it off all together. a class-leading middleweight nakedbike – one Frame material Tubular steel The tacho on the dash has the right idea, though that’s sure to leave a mark around the world Frame layout Trellis it’s very hard to see the numbers in day light. You and especially here in Australia. Rake 24.5˚ Trail 95mm suspension Marzocchi/Sachs Main: Size doesn’t matter Front: 43mm fork, spring and preload – the B3 is tiny but potent adjustment, 125mm travel 1. Simple dash fits in with the Rear: Monoshock, spring and preload overall look of the bike adjustment, 123mm travel 2. The starter button scrolls wheels/tyres you through the engine maps Wheels Aluminium alloy Front: 17 x 3.5 Rear: 17 x 5.5 Tyres Pirelli Angel ST Front: 120/70ZR17 (58W) Rear: 180/55ZR17 (73W) brakes Brembo Front: Twin 320mm discs, four-piston calipers Rear: 220mm disc, two-piston caliper Control: Optional ABS DIMENSIONS Weight 163kg (dry, claimed) Seat height 805mm Max width 900mm Max height Not given Wheelbase 1380mm Fuel capacity 17.5L Performance Fuel consumption Not given Top speed 225km/h (claimed) Contact & sale info Testbike MV Agusta Imports Contact www.mvagustaimports.com.au (03) 9364 4000 Colour options Red/Silver, Pearl White/Matt Gold, Matt Magno Grey/Matt Anthracite Warranty 24 months, unlimited km Price $14,990 (ride away)

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