2020–2026 · Hyper Naked · Buyer's Guide
Italian Fire, Radial Valves
The Rush 1000 is MV Agusta's most theatrical reading of the hyper naked idea. Under the carbon bodywork sits a 998 cc inline-four with a radial-valve cylinder head and titanium connecting rods, good for 208 hp at 13,000 rpm and 86 lb-ft at 11,000. Around it: electronic suspension, a steering damper, cornering ABS, traction and wheelie control, and a quickshifter that works both ways. What separates it inside the class is intent. The 200-section rear, the spoked front wheel, the sculpted tail. This is a limited-run object first and a naked bike second, and it never pretends otherwise.
It wants revs and commitment. The peak figures live near the top of the tach, so the Rush pays back a rider willing to use the whole range rather than short-shift through town. It suits people who already own something sensible and want an object of desire parked next to it, not people who justify a purchase through service intervals. The honest caveat is ownership. A 33.3 in seat locks out shorter riders, 4.2 gal at 35 mpg keeps the rides short between fuel stops, and the exposed electrical blocks in the engine bay look cheap against the rest of the finish and can corrode.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 208 hp (153 kW) @ 13,000 rpm |
|---|---|
| Torque | 86 lb-ft (116 Nm) @ 11,000 rpm |
| Displacement | 998 cc |
| Engine | Inline-four |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Upside-down (USD) |
| Front brake | 320 mm |
| Front tire | 120/70-17 |
| Rear tire | 200/55-17 |
| Wheelbase | 55.7 in (1415 mm) |
| Seat height | 33.3 in (845 mm) |
| Wet weight | 453 lb (206 kg) |
| Fuel capacity | 4.2 gal (16 L) |
| Fuel economy | 35 mpg (US) |
Equipment check
Chassis
Connectivity
Drivetrain
Lighting
Safety
Swing a leg over and it feels narrow at the tank and tall at the seat, with a 33.3 in perch that has most riders on their toes at lights. The bars sit close, the pegs are high, and weight goes onto your wrists in a way that suits short sharp rides better than long ones. The first thing you register is noise. The four builds a hard metallic edge as the revs climb and the intake sits right under your chin, so the sound arrives through your chest as much as your ears. Vibration stays fine-grained rather than numbing. The shifter moves cleanly in both directions once there is load through the drivetrain, the TFT screen stays legible in daylight, and at real road pace the whole bike feels alert and slightly impatient, happier with open road than with traffic.
This part isn't my test ride. It's what has come back to me over years of paddock conversations, club-night talk, and the messages owners send after a season with the bike. On the Rush, the chatter splits cleanly. The engine and the rarity draw agreement, the cost of ownership draws everything else.
Owners describe the same thing again and again: an engine that only shows its real face high in the rev range, and pulls ferociously once it is there. Nobody who has ridden one puts that part in modest terms. The other constant is scarcity. Three hundred were built, each one numbered, and owners count that as a real part of what they paid for rather than a detail on a spec sheet.
Price is the complaint that surfaces more than any other. Riders who want one say it sits well clear of the super nakeds they would otherwise consider, and for most that ends the conversation. Below 7,000 rpm the motor reads flat to a lot of owners, who report steady downshifting for a pass and little enthusiasm for town work. Firm damping and a thin seat come up on longer days. A smaller group mentions parts waits running into months.
Exposed wiring and electrical connectors
The engine bay displays uncovered electrical blocks and wiring, which detracts from the otherwise premium fit‑and‑finish and may be prone to corrosion over time.
Where this MV Agusta Rush 1000 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 Rush 1000 is actually built for.
The power and the adjustable electronic suspension are all there, and the chassis takes a proper setup. Just be honest with yourself about running a limited-run machine you cannot simply replace.
Made for Barber Motorsports Park · WeatherTech Raceway Laguna Seca · Circuit of the Americas
Angeles Crest is exactly where this bike makes sense: short, fast, loud runs with a stop at the end. The small tank means the day gets planned around fuel rather than mileage.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
It works on the Dragon if your technique is already sharp. The seat height, the fuel range and the sheer value of the thing make repeat weekend runs a commitment rather than a habit.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this MV Agusta Rush 1000. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Successor · 2026
300 Units Of Pure Violence
Competitor · 2021–2024
The V4 Howl Personified
Roughly $18,300 cheaper used than this bike at 5 yr
Competitor · 2023–2024
BMW's Superbike Engine, Unclothed
Roughly $5,300 cheaper used than this bike at 3 yr
Same Platform · 2019
Italian Fire, 211 Horses
About the same used price as this bike at 5 yr