2006 · Hyper Naked · Buyer's Guide
Italian Fire, F4 Soul
The Brutale 910 S runs a 909 cc inline-four drawn from MV's F4 superbike, tuned here for 136 hp at 11,000 rpm and 71 lb-ft at 10,500. That alone tells you where this bike lives: high in the rev range, and unapologetic about it. Massimo Tamburini's bodywork wraps it in one of the best-looking naked shapes ever put on sale, and the hardware backs the styling up with a fully adjustable Marzocchi fork, an adjustable Sachs shock, and 310 mm front discs. In a class that measures itself in force and drama, this one adds genuine sculpture.
On the road it wants a rider who is awake. The chassis is sporty and eager, the suspension gives you real range to dial in, and the bike rewards deliberate inputs rather than lazy ones. There are no rider aids to catch you: no ABS, no traction control, no ride modes. That is the deal you sign. It suits the experienced canyon or backroad rider who buys with their gut and owns with their eyes open. The honest caveat is that ownership. The blue-backed potted SPU has a reputation for failing, which brings electrical gremlins and even engine cut-outs, and some rear brake master cylinders lose function.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 136 hp (100 kW) @ 11,000 rpm |
|---|---|
| Torque | 71 lb-ft (96 Nm) @ 10,500 rpm |
| Displacement | 909 cc |
| Engine | Inline-four |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 310 mm |
| Front tire | 120/70-17 |
| Rear tire | 190/50-17 |
| Wheelbase | 55.5 in (1410 mm) |
| Seat height | 31.9 in (810 mm) |
| Wet weight | 463 lb (210 kg) |
| Fuel capacity | 5.0 gal (19 L) |
| Top speed | 157 mph (252 km/h) |
| Fuel economy | 33 mpg (US) |
Equipment check
Chassis
None of what follows comes from a press kit. It's what riders have told me over the years: parking-lot conversations at track days, long talks with owners on club nights, and the steady stream of emails and messages that land in my inbox from people who actually live with one. On the Brutale 910 S the chatter settles in a consistent place. Owners talk about how the bike looks and how hard it pulls before they talk about anything else, and nearly every complaint comes back to what it asks of you the rest of the time.
The single most repeated thing owners say is that the bike stops people. The sculpted bodywork, the single-sided swingarm, the exhaust exiting under the seat: riders describe it as belonging to a different world than mass-produced nakeds, and they say so years after buying. Close behind that comes rarity. Owners regularly mention that they simply do not see another one, and that limited production and the badge itself are a real part of why they keep it.
Riders consistently describe the inline-four as urgent once the revs climb, and they talk about its superbike lineage as something you feel rather than read about. The suspension draws steady praise too. Owners point to how much range they have to set the bike up, and how sportbike-firm control and road compliance both come out of the same package. Braking gets its own recurring mention: strong stopping power with feel at the lever, the kind riders trust when the pace picks up.
Two complaints repeat most often. The first is ride quality on bad pavement, where the same suspension that feels composed on smooth roads turns stiff and jarring. The second is the cost of ownership: short service intervals, expensive parts, and a thin dealer network that owners plan their lives around. Practicality draws similar comments. Between the small seat, the aggressive riding position, and the total lack of wind protection, riders say it is not the bike for commuting or covering distance. Several also mention abrupt fueling just off idle, which makes low-speed work in traffic harder than it should be, and a few note a buzz through the grips that wears on you over a long day.
SPU (Service Power Unit) failure
The blue-backed potted SPU is known to be defective, leading to electrical gremlins and potential engine cut-outs.
Rear brake master cylinder issues
Some owners report the rear brake losing functionality, possibly due to master cylinder failure.
Where this MV Agusta Brutale 910 S pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the Brutale 910 S is actually built for.
Angeles Crest is where this makes sense: it revs, it sounds enormous, and the chassis feeds back everything. Budget for the electrical gremlins before you build every weekend around it.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
Adjustable suspension at both ends and real lean clearance let you work on your inputs, but with no traction control to lean on and known electrical faults to chase, this bike expects you to bring the precision.
Made for WeatherTech Raceway Laguna Seca · Barber Motorsports Park · Circuit of the Americas
Tight, repeatable corners suit the feedback and the tunable suspension well. Just know that 463 lb and an engine that works up high ask for commitment, not a relaxed Sunday.
Made for Tail of the Dragon · Back of the Dragon · Blue Ridge Parkway
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2005–2006
Italian Fire, Featherweight Chassis
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
