Talking recently about its two-year spell under KTM ownership, MV Agusta’s Italian-born CEO Luca Martin told Cycle World: “For a couple of years MV Agusta has been seen as the cherry on top of the cake, while the cake itself was the big KTM conglomerate.“Now,” Martin said, referring to the Italian marque’s new independence from KTM and the Pierer Mobility Group, “we want to bake our own cake.Related: MV Agusta motorcycles news, prices and updates“That means that our motorcycles of the near future are specifically built for motorcyclists and that we have to move a little bit away from this concept of luxury. We want to see our own motorcycles on the road. And that, I would say, is a slight change from how MV Agusta was perceived from within the KTM group.”

This Brutale 950 prototype is the first manifestation of that change, and a move, perhaps, toward a range of sport nakeds focused on everyday riding and reliability rather than trackday-ready handling and performance.During an exclusive day in the saddle Cycle World rode two prototypes plus a current Brutale RR for reference and comparison.Technical Details Are Still SecretThis test ride was different from a typical new-model press launch. Instead of listening to a lengthy presentation about the bike we are to ride, any facts and figures were kept very much at arm’s length. The Brutale 950’s power, torque, wheelbase, weight, and pretty much everything else were kept strictly under wraps. Its rider aids had not been finalized. I had one rough engine map and no ABS. In fact, this new Brutale doesn’t officially have a name yet.MV wanted our feedback but didn’t want to spill the beans, not yet anyway. Fortunately, I did have on hand Federico Macario, MV Agusta’s head of business development. Tight-lipped on all matters concerning data, he was able to reveal that the 950 has been developed around four key criteria.“These are: one, design; it will be unmistakably a Brutale—evolutionary, and modern. Two, performance; it must be the best mid-class naked in terms of power and torque, but also smooth and rideable. Three, enjoyment; it should be comfortable, confidence-inspiring, and feel faster and safer than ever before. Finally, reliability; it will be a step forward in long-term ownership satisfaction, backed by new quality and production protocols.” (MV is now offering a five-year warranty on all new models.)

Engine-wise, we know MV is using the new 931cc triple deployed in the Enduro Veloce adventure sport as a rough base, which in that format churns out 124 hp at 10,000 rpm and 75 lb.-ft. of torque at 7000 rpm, with approximately 85% of that peak torque arriving by 3000 rpm. Following the ride, our estimate is that the new Brutale will produce more than 140 hp and, while not matching the bottom-end grunt of the Enduro Veloce, its larger capacity will deliver significantly more midrange drive than the raucous and peaky Brutale RR.Related: 2024 MV Agusta Enduro Veloce First RideSame story for the chassis, which looks exactly like the current RR’s but isn’t. I’m told the steel trellis and alloy pivot-plate hybrid frame is new, along with the swingarm, chassis geometry, suspension, and brakes. According to Macario, only 5% of the old bike is transferable to the new.Riding Two PrototypesMV allowed a ride on two prototypes: the P0, and a second, more developed prototype called P2. What happened to P1? Both are much roomier than the current 798cc Brutale RR Ottantesimo that was also on hand to ride. Wider handlebars make them less track animals and more purpose-built roadsters. The P2’s seat is lower and far more comfortable and cushioned than the RR, and the distance between the pegs, seat, and bar is larger. Based on our time on P2, the 950 should be more accessible for more riders.Related: 2025 MV Agusta Brutale RR Ottantesimo Review

Steering is not as sharp as the track-focused RR’s, suspension is softer, and the wheelbase feels longer than the current bike’s stubby 55.1 inches. Neither prototype is heavy in town, despite carrying the extra bulk of the data-gathering hardware.There’s a clear move toward focusing on the needs of the road, and that observation was backed up when we picked up the pace on the stunning roads near MV’s Varese HQ in northern Italy. As noted, the current, massively oversquare RR triple revs hard, and needs 10,250 rpm to hit peak torque, whereas the new bike’s (possibly 931cc) motor delivers smooth, strong drive between 3000 rpm and 6000 rpm.

The more miles done, the more I realized that MV is serious about changing its approach. The differences between the production RR and the prototypes were very obvious. Sometimes manufacturers tweak the handling, shave a few pounds, and call it a new bike, but this feels like a fundamental shift for MV Agusta.A Promising Future ModelThe RR, for example, works better the harder you ride it, which is another way of saying it’s compromised at lower speeds and on poor road surfaces. The P2, meanwhile, has a base setup that is softer, plusher, and gives more feedback at lower speeds. Slightly slower steering gives more security, stability, and reassurance. Overall, the P2 is much easier to ride.

There are still lots of unanswered questions, including its target price. I’d suggest something around that of the current bike or a little more, but we can’t say for sure. We don’t know how the final bike will look, but I’ll happily bet it will be stunning when unveiled at EICMA 2025 in Milan early November—it is an MV Agusta, after all. And we can say without any doubt that, if the P2 prototype’s road-legal exhaust is any guide, it will sound fantastic too.